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EI_150266
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OVERALL COMFORT EVALUATION FOR ROLLING STOCK PRODUCTS
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Standard EI_150266
Rev. A

OVERALL COMFORT EVALUATION
FOR ROLLING STOCK PRODUCTS
_________________________________________________________________
Engineering Instruction
Distribution to sub-contractors is forbidden even if prior written authorization from ALSTOM (NDA) has
been signed between ALSTOM and sub-contractor.
It is strictly prohibited to customize or adapt an EI for the need of a project. EIs are transversal documents
and must be distributed without modifying the form or the applicable revision.
© 2017 - ALSTOM SA
This document and the information herein are the exclusive property of ALSTOM SA.
Any publication, reproduction, presentation, adaptation, translation is prohibited without written agreement from ALSTOM SA.
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Table of modifications
A 12/04/18 Creation C. PUJOL

Revision Date Title of the modification Name
EI_150266 rev A Global Comfort Evaluation for Rolling Stock Products 2/126
© 2017 - ALSTOM SA
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Validation Committee
Approbatory:
Name Function Site Signature
Electronic signature via ACOMIS

P. PREISS TD Director STO approbation
Verification:

P. LE-CONTE Engineering School Central Engineering approbation
Owner (writer):

C. PUJOL CCN PC Leader STO approbation
Working group of CCN Passenger Comfort:
• C. PUJOL
• P. ETCHESSAHAR
• J. ALTESA
• D. MIGLIANICO
Any changes to this Engineering Instruction shall be made in agreement with and after a meeting with all of the above-listed committee
members.
Any copies or distribution of this Engineering Instruction without prior written authorization from ALSTOM is prohibited.
© 2017 - ALSTOM SA
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Contents
1. PURPOSE OF THE SPECIFICATION ................................................................................... 6

2. SCOPE OF APPLICATION ................................................................................................... 6
3. NORMATIVE REFERENCES ............................................................................................... 7
3.1. STANDARD REFERENCES ..................................................................................................... 7
3.2. ALSTOM STANDARDS REFERENCES ...................................................................................... 8
3.3. OTHER REFERENCES........................................................................................................... 9
4. TERMS AND DEFINITIONS ............................................................................................... 9
5. INTRODUCTION .............................................................................................................. 10
5.1. ELEMENTS TAKING PART IN COMFORT FEELING ...................................................................... 10
5.2. COMFORT SCALE .............................................................................................................. 13
5.3. GLOBAL COMFORT AND MASKING EFFECT ............................................................................. 13
6. OBJECTIVES OF COMFORT EVALUATION TOOL .............................................................. 14
7. COMFORT EVALUATION METHOD .................................................................................. 15
7.1. REFERENCE VALUES ......................................................................................................... 15
7.2. ATTRIBUTION OF A FUNCTION ............................................................................................. 16
7.3. EXPLANATION OF COMFORT MARK CALCULATION .................................................................... 17
7.4. THEMATIC, TECHNICAL FIELD AND GLOBAL MARK CALCULATION ................................................. 18
7.5. COMPLETION RATE CALCULATION ........................................................................................ 20
8. TECHNICAL FIELDS ......................................................................................................... 21
8.1. HABITABILITY .................................................................................................................. 21
8.2. ACCESSIBILITY AND PASSENGER FLOW ................................................................................. 29
8.3. ERGONOMICS AND PVI ..................................................................................................... 34
8.4. INTERIORS ...................................................................................................................... 39
8.5. THERMAL COMFORT (CLIMATE CONTROL) ............................................................................. 51
8.6. LIGHTING COMFORT ......................................................................................................... 55
© 2017 - ALSTOM SA
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8.7. VIBRATORY COMFORT ....................................................................................................... 60

8.8. ACOUSTIC ....................................................................................................................... 64
8.9. SANITARY ASPECTS ........................................................................................................... 68
8.10. SERVICES ON BOARD ..................................................................................................... 71
9. PC EVAL USER GUIDE ..................................................................................................... 73
10. MEASUREMENT KIT « SENSORTAG ».............................................................................. 75
10.1. TOOL DESCRIPTION ....................................................................................................... 75
10.2. INTERFACE INSTALLATION .............................................................................................. 76
10.3. USE PRINCIPLE ............................................................................................................ 77
11. APPENDIX TABLE ............................................................................................................ 81
© 2017 - ALSTOM SA
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1. PURPOSE OF THE SPECIFICATION

This document describes all the comfort criteria of each métier taking part in the development of a
rolling stock product and gives the methodology to consider all of them in the final global comfort
evaluation.
This document does not concern all expectations of passengers, are not included:
• Travel duration
• « Seat price » with level of comfort and the perceived quality
• Punctuality
• Principles of marketing (tickets, prices…)
• Services on board
• Complementarity with other modes of transportation
• Etc.
All mechanical, chemical, visual or dimensional characteristics that do not meet the requirements of
this specification will result in rejection of the corresponding product.
This document does not replace the European standards. It is based on European
standards, completing them with specific instructions respecting the standard
practice for railway construction.
2. SCOPE OF APPLICATION
This document is under the responsibility of the “Central Engineering - Experts” and managed by
the CCN Global Comfort Leader.
This document must be used to calculate the global comfort performance of rolling stock products,
using the Passenger Comfort Evaluation tool which allows a quantitative evaluation of the comfort of
a train. This evaluation is based on a comparison of the product with our standard solution
performances and with the level required in normative documents. This tool enables detection of under
and over specification.
This instruction presents:
• main notions involved in global comfort
• principle of the evaluation followed in the tool
• evaluation’s criteria classified in technical fields
Thus, this Engineering Instruction is the support of PCEval utilization and understanding but also
the document to be used in the Global Comfort Introduction (and Calculation) formation.
© 2017 - ALSTOM SA
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3. NORMATIVE REFERENCES
3.1. STANDARD REFERENCES
Number Title
Loc and pas (Habitability, PVI, Interiors, Vibratory comfort, Sanitary
aspects, Services on board)
PMR (Habitability, Accessibility, PVI, Interiors, Lighting comfort,
Vibratory comfort, Services on board)
Infra (Habitability, Interiors, Vibratory comfort, Services on board)
STI
Control command and signaling (Habitability, Interiors, Vibratory
comfort, Services on board)
Noise (Habitability, Interiors, Vibratory comfort, Services on board)
Operating (Habitability, Interiors, Vibratory comfort, Services on
board)
Particulate air filters for general ventilation - Determination of the
EN 779 (Sanitary aspects)
filtration performance
Safety of machinery - Ergonomics requirements for the design of
EN 894 (PVI)
displays and control actuators
Protection against pollution of potable water installations and general
requirements of devices to prevent pollution by backflow
Railway applications - Ride comfort for passengers - Measurement
EN 12299 (Vibratory comfort)
and evaluation
EN 13129 (Sanitary aspects) Railway applications. Air conditioning for main line rolling stock
Railway applications - Electrical lighting for rolling stock in public
EN 13272 (Lighting comfort)
transport systems
Ventilation for non-residential buildings - Performance requirements
for ventilation and room-conditioning systems
Railway applications - Air conditioning for urban and suburban rolling
EN 14750 (Thermal comfort)
stock - Part 1: Comfort parameters
EN 14752 (Accessibility) Railway applications - Body side entrance systems for rolling stock
EN 15273 (Habitability) Gauges, common rules for infrastructure and rolling stock
EN 15380 (Habitability, Designation system for railway vehicles (General principles, Product
Interiors) groups, Designation of installation sites and locations)
Design for PRM Use - Equipment and Components onboard Rolling
EN 16585 (Habitability)
Stock
Thermal environments - Instruments and methods for measuring
EN 27726 (Thermal comfort)
physical quantities - (= EN 27726:1993)
EN 45545 (Interiors, Sanitary
Railway applications - Fire protection on railway vehicles
aspects)
© 2017 - ALSTOM SA
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Railway applications - Railway rolling stock cables having special fire

performance - Test methods
EN 62471 (Lighting comfort) Photobiological safety of lamps and lamp system
Railway applications – Acoustics – Measurement of noise inside
ISO 3381 (Acoustic)
railbound vehicles
Ergonomics of the thermal environment - Analytical determination
and interpretation of thermal comfort using calculation of the PMV
ISO 7730 (Thermal comfort)
and PPD indices and local thermal comfort criteria (ISO 7730:2005);
German version EN ISO 7730:2005
Ergonomic Requirements for Office Work with Visual Display
ISO 9241 (PVI)
Terminals
Building environment design -- Indoor air quality -- Methods of
ISO 16814 (Sanitary aspects)
expressing the quality of indoor air for human occupancy
Guide for evaluating the vibratory comfort of passengers in railway
UIC 513 (Vibratory comfort)
vehicles
Doors- footboards- windows- steps- handles and handrails of coaches
UIC 560 (PVI)
and luggage vans
UIC 563 (Sanitary aspects,
Fittings provided in coaches in the interests of hygiene and cleanliness
Services on board)
UIC 660 (Acoustic, Services
Measures to ensure the technical compatibility of high-speed trains
on board)
IEC 60720 (Sanitary aspects) Classification of environmental conditions
IEC 62236 (Sanitary aspects) Railway applications – Electromagnetic compatibility
3.2. ALSTOM STANDARDS REFERENCES
Number Title
RS-PE-EI-0034 (Lighting
Standard Lighting modelling process for interiors rolling stock vehicles
comfort)
RS-PE-EI0068
(Habitability, Diagram development process (Layouts content)
Accessibility)
RS-PE-EI0070
Legion SpaceWork - Global presentation
(Accessibility)
RS-PE-EI0071
Legion SpaceWork - Standard modelling process for Rolling Stock vehicles
(Accessibility)
RS-PE-EI-0073 (Lighting
Interior Lighting Dimensioning Validation
comfort)
© 2017 - ALSTOM SA
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3.3. OTHER REFERENCES
Title
Data base for passenger morphology (Interiors)
Materials Performances (Interiors)
Eco-design (Interiors)
DGCCRF – Directorate General for Competition, Consumer Affairs and Fraud Prevention
SFSP – French Public Health Society
APTA – American Public Transportation Association
WHO – World Health Organization
4. TERMS AND DEFINITIONS
TERM DEFINITION
DNA Deoxyribonucleic acid

PRM Person with Reduced Mobility
PVI Passenger Vehicle Interface
PQ Perceived Quality
TSI Technic Specification of Interoperability
© 2017 - ALSTOM SA
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5. INTRODUCTION
Comfort is a notion which is a complex mix of various factors including physical and psychological
elements. We could define the railway comfort as:
the PERCEPTION of the WELL-BEING of an INDIVIDUAL, travelling by TRAIN,

as a GLOBAL RESPONSE to a specific environment or situation.
The passenger comfort level results from complex environmental information processing in his
brain. In this way, the well-being perception is individual as it is conditioned by previous personal
experiences. On the one hand, this background is composed of an accumulation of objective facts
and on the other hand of subjective elements which are closely linked to the characteristics of the
person (age, sex, social class, etc.). A train journey is a source of diverse sensorial stimulations
(sounds, smells, texture …); that is why the comfort sensation is a global feeling taking various
elements into account.
5.1. ELEMENTS TAKING PART IN COMFORT FEELING
Comfort is due to the combination of various factors:

• physical factors which are linked to the train environment
• individual factors making comfort a subjective notion
• social factors depending of the transport characteristics
• time influencing travel satisfaction
5.1.1. PHYSICAL FACTORS LINKED TO THE TRAIN ENVIRONMENT
Physical factors characterizing the environment of a train include as the same time:
• Dynamic factors which quickly vary with speed, track quality and infrastructure conditions
(outdoor or in tunnel circulation, etc.). They affect vibratory, acoustic and tympanic
comfort.
• Ambiance factors which change more slowly (lighting, temperature and air quality,
cleanliness). They affect climate, visual and sanitary comfort.
• Space factors linked to the train structure and the layout. They affect train habitability,
postural and accessibility comfort.
© 2017 - ALSTOM SA
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The train design and technical solutions, which are implemented, directly affect these comfort
factors. The following technical fields allow quantifying their contribution to the global comfort:
• Habitability, train architecture
• Accessibility and flow passengers
• Passenger Vehicle Interface, ergonomics
• Climate Control, tympanic comfort
• Lighting comfort: ambient, functional
• Railway dynamics, vibrations
• Acoustic, audio messages
• Sanitary aspects
5.1.2. INDIVIDUAL FACTORS
They concern physical and psychological factors which are unique to everyone:
• Physical factors including gender and age characteristics, anthropometrical data and
various situations of disability for which specific adaptations must be done. They affect
habitability and postural comfort.
• Psychological and cognitive factors mostly result from passenger background, social
context and travel reasons. These elements can affect the perception of the livery and the
train interior design which must be as much universal as possible to satisfy most of the
passengers.
• The passenger behavior as a sociable individual (interactions with other passengers,
intimacy…) is closely linked to layout development and the available onboard services.
We integrate individual factors in comfort evaluation through the following technical fields:
• Livery, interiors design
• Services, entertainment onboard
© 2017 - ALSTOM SA
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5.1.3. SOCIAL FACTORS COMING UNDER THE TRANSPORT SITUATION
They concern:
• The global organization of the mode of transport (schedule, connections, booking service,
price …).
• On board services organization inside the train (food service, toilets, luggage storage,
information) define by the layout.
• Services organization in stations and transportation facilities interoperability.
These factors are more linked to the mode of transport organization and attractiveness than to the
sensorial comfort strictly speaking. However, they could interfere in the railway comfort but they
are not always controllable.
5.1.4. TIME ASPECTS OF COMFORT
Time influence in comfort perception appears at different levels:

• The integration time to grasp the information conditioning comfort: events occurring at
the end of the trip seem to play a key role in the comfort level finally memorized.
• The latency required to modify comfort feeling.
• Travel duration effect: For some physical parameters, the duration effect could be in
correlation with the amplitude of the phenomenon.
© 2017 - ALSTOM SA
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5.2. COMFORT SCALE
Considering the difficulty to define the comfort (well-being perception, inconvenience absence…),
some people could have been tempted to link comfort and discomfort definitions. But, we consider
that discomfort is the fact that there is not enough comfort and is not the complete lack of it.
The following scale can be proposed representing the comfort on the abscissa and the discomfort
in ordinate:
Discomfort
Lack of
comfort
Not enough
comfort
Neutrality
Comfort control
Over comfort
Comfort
Figure 1: Comfort scale

We can notice that there can be a comfort part and a discomfort part in every situation. The main
objective is to maximize the comfort aspect and to minimize discomfort, considering products
constraints, to obtain a global comfort.
5.3. GLOBAL COMFORT AND MASKING EFFECT
The passenger global perception of comfort doesn’t only result from the sum of environmental
physical factors, social factors of the mode of transport and individual factors. A Minimum level of
comfort must be reached in each parameter to obtain an acceptable global comfort level. On the
contrary, even if only one factor suffers from a lack of comfort, there is a masking effect: the factor
which has a low level of comfort masks the whole of the other elements, whatever their comfort
performance high or fair. Thus, the global well-being is impacted.
Global comfort under control Insufficient global comfort
© 2017 - ALSTOM SA
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6. OBJECTIVES OF COMFORT EVALUATION TOOL

Product Comfort Evaluation is not a decision-making tool but enables to catch designers’ attention
to passengers’ expectations.
Product Comfort Evaluation tool enables to compare performances of a train with the normative
and expert defined levels. It evaluates the coherence of technical fields comfort performances by
giving a visual overview. In the same time, the tool presents the level of comfort of each measured
criterion and enables to analyze technical choices and detect over and under specifications. The
aim of the tool is to give indications to well adapt comfort cursors.
Comparisons with competitors’ trains can be made thanks to this tool considering a fixed context:
a geographic area (cultural aspects) and a product line.
© 2017 - ALSTOM SA
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7. COMFORT EVALUATION METHOD

As explained previously, comfort is a global perception. All natural sensors of the passenger take
part in the comfort evaluation. Global comfort is the addition of various criteria measured by our
body.
The classification of the criteria is structured in 3 levels:
• Technical fields
• Thematic
• Criteria
Each technical field is divided in thematics themselves composed of various criteria.
Global Comfort
Technical field 1 Thematic 1 Criterion 1
evaluation
Criterion 2
Criterion n
Thematic 2 Criterion 1
Criterion 2
Criterion n
Thematic n Criterion 1
Technical field 2 Criterion 2
Criterion n
Technical field n
7.1. REFERENCE VALUES
Each criterion is physically quantifiable and matched with physical values determined by standards
and/or Alstom experts.
Comfort ALSTOM
Criterion Standard objective Extrema
objective
Criterion n St1 ≤ X ≤ St2 Cf1 ≤ X ≤ Cf2 Min1 ≤ X ≤ Max or Min2
© 2017 - ALSTOM SA
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The reference values depend on the context of the evaluation:

• The product line : suburban, regional or main lines
• The geographic area : Europe, North America, Middle east …
Standard objectives are values determined in standards of the concerned geographic area.
Comfort objectives are the values defined by Alstom experts as a target to develop the most
comfortable trains. Likewise, extreme are values fixed by experts as limit values above or under
which the level of comfort is insufficient. These values are involved in criterion comfort grading
because the evaluation is based on a comparison between the train value and the standard and
expert values.
Example of a lighting criterion:

Comfort Alstom
Criterion Standard objective Extrema
objective
Correlated Colour Temperature 2800 ≤ X ≤ 5000 K 3850 ≤ X ≤ 4150 K 2000 ≤ X ≤ 8000K
7.2. ATTRIBUTION OF A FUNCTION

The physical values previously defined must be positioned on a comfort scale to a comfort level.
The “criterion comfort function” is defined by the coordinates of following points:
Abscissa (physical Ordinate

Values
value) (comfort level)
Value below which discomfort begins Min1 Cmin
Value above which discomfort begins Min2 Cmin
Lower bound of the range defined in standard St1 Cst
Upper bound of the range defined in standard St2 Cst
Lower bound of the range defined by expert Cf1 0,75
Upper bound of the range defined by expert Cf2 0,75
Value above which “over comfort” begins Max 1
Two comfort marks are fixed whereas the others are defined by the expert (Cmin, Cst):
• the range of values defining comfort zone always has a level of comfort about 0,75.
• the range of values above the max, defining the “over comfort” zone always has a level of
comfort about 1.
© 2017 - ALSTOM SA
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Example:
Criterion Standard objective Comfort objective
Room access width X ≥ 450 mm (TSI PMR) 550 ≤ X ≤ 600 mm
The standard only defines the lower bound. The function adapted to this criterion is:
Function Min1 St1 Cf1 Cf2 St2 Min2 Max Cmin Cst
Min1/St1/Cf1/Cf2/Max 400 450 550 600 800 0 0,5
Comfort function of room access width

1,2
1
Comfort level
0,8 Cmax
0,6 Ccomfort
0,4 Cstandard
0,2
Cmin
0
300 400 500 600 700 800 900 Comfort function
Room access width (in mm)
7.3. EXPLANATION OF COMFORT MARK CALCULATION
The two previous steps were realized during the development of the tool. The calculation of the
comfort mark is a step which is done for each evaluated train after criteria are filled with the
corresponding value(x).
The values of the train come from various documents. The following list is not exhaustive:
Habitability, architecture Gauge studies and layout

Doors size and distribution validation, Legion models flow evaluation
Accessibility and flow of passengers
dwell time
Lighting comfort (ambient, functional) Lighting studies
Vibrations, Railway dynamics Railway dynamics vibrations studies and NMV evaluations
Acoustic and audio messages Loudness level, acoustic studies
Passenger Vehicle Interface, Ergonomic and biomechanical studies from representatives
Ergonomic morphologies database
Climate Control and Tympanic comfort Climate control simulation, Fanger parameters …
Sanitary aspects Cleanability process
Livery/Interiors design Design book analysis
Services onboard Bricks options contents
© 2017 - ALSTOM SA
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To determine the comfort mark of each criterion, we calculate the equation of the straight line
a+bx. Knowing the value x which is the physical value, we use the equation of the straight line
(ax+b=y) to find y which is the comfort mark.
Example: If X= 520 mm, the physical value is St1 ≤ X < Cf1, then
Comfort function of room access width

1,2
1
Comfort level
0,8 Cmax
0,67
0,6 Ccomfort
0,4 Cstandard
Cmin
0,2
Comfort function
0 520
300 400 500 600 700 800 900
Room access width (in mm)
𝐶𝑠𝑡𝑎𝑛𝑑𝑎𝑟𝑑 − 𝐶𝑐𝑜𝑚𝑓𝑜𝑟𝑡 (0,5−0,75)

a= = (450−550) = 0,0025 and b = Cstandard – (a * St1) = 0,5 – (0,0025*450) = -
𝑆𝑡1 − 𝐶𝑓1
0,625
The comfort mark is y = 0,0025 * 520 – 0,625 = 0,675 (rounding to 0,67)
7.4. THEMATIC, TECHNICAL FIELD AND GLOBAL MARK

CALCULATION
Comfort is a global concept that we quantify by splitting it up in various criteria. However, each
criterion does not contribute at the same level to global comfort that is why we weight each
criterion, thematic and technical field to represent their part in the general perception of comfort.
The weighting can be adapted to take into account the cultural effects of the studied geographic
area.
The weighting is used to obtain thematic mark which is a weighted average:
n
Them mark = ∑(Wi ∗ yi )

i=1
where Wi is the weight of the ith criterion
yi is the comfort mark of the ith criterion
n is the number of criteria in the thematic
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For example: a thematic including 4 criteria

Criteria Weighting (Wi) Comfort mark (previously calculated)
st
1 criterion 0,5 0,67
2nd criterion 0,1 0,44
3rd criterion 0,3 0,8
4th criterion 0,1 0,75
Thematic mark calculation:
𝑇ℎ𝑒𝑚 𝑚𝑎𝑟𝑘 = (0,5 ∗ 0,67 + 0,1 ∗ 0,4 + 0,3 ∗ 0,77 + 0,1 ∗ 0,75) ≈ 0,68
If some criteria stay unfilled, they are not considered in the global evaluation. Their weighting is
transferred to the other criteria of the thematic proportionally to their weighting following this
process:
1/ Make the sum of unfilled criteria weighting
2/ Calculate the new weighting (NW) for each criterion i:
𝑖 𝑊
NW = (1−𝑈𝑊) , with Wi the weighting of the ith criterion.
For example:
Criteria Weighting (Wi) Value
1st criterion 0,5 a
2nd criterion 0,1 b
3rd criterion 0,3 Missing data
4th criterion 0,1 d
Unfilled weighting sum, UW=0,3
The 3rd criterion stays unfilled, its weighting (0,3) must be transferred to the three other criteria:
Criteria Weighting (Wi) Value New weighting
0,5
1st criterion 0,5 a (1−0,3)
≈ 0,7
0,1
2nd criterion 0,1 b (1−0,3)
≈ 0,15
3rd criterion 0,3 Missing data 0
0,1
4th criterion 0,1 d (1−0,3)
≈ 0,15
The calculation of technical field mark is made thanks to the same method replacing the weighting
and comfort marks by the ones of the thematic pf the technical field. If one thematic is completely
unfilled, the transfer of weighting is made on other thematic of the technical field. Likewise, the
same methods based on technical field’s results are used to calculate the global comfort mark of
the train.
© 2017 - ALSTOM SA
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7.5. COMPLETION RATE CALCULATION

A completion rate is used to indicate a confidence index associated to the calculated mark. The
mark will be more relevant if a maximum of criteria is filled. The completion rate is calculated for
each technical field and for the global completion. It is calculated considering the weighting:
𝑠𝑢𝑚 𝑜𝑓 𝑓𝑖𝑙𝑙𝑒𝑑 𝑐𝑟𝑖𝑡𝑒𝑟𝑖𝑎 𝑤𝑒𝑖𝑔ℎ𝑡𝑖𝑛𝑔

𝑐𝑜𝑚𝑝𝑙𝑒𝑡𝑖𝑜𝑛 𝑟𝑎𝑡𝑒 =
𝑡𝑜𝑡𝑎𝑙 𝑐𝑟𝑖𝑡𝑒𝑟𝑖𝑎 𝑤𝑒𝑖𝑔ℎ𝑡𝑖𝑛𝑔
For example: the technical field has 2 thematic

Criteria Weighting Value Criteria Weighting Value
1st criterion 0,5 a st
Thematic 1 criterion 0,3 e
Thematic nd 2
2 criterion 0,1 b 2nd criterion 0,3 Missing data
1
3rd criterion 0,3 Missing data 3rd criterion 0,4 g
4th criterion 0,1 d
0,5 + 0,1 + 0,1 + 0,3 + 0,4 1,4

𝑐𝑜𝑚𝑝𝑙𝑒𝑡𝑖𝑜𝑛 𝑟𝑎𝑡𝑒 = = = 70%
0,5 + 0,1 + 0,3 + 0,1 + 0,3 + 0,3 + 0,4 2
© 2017 - ALSTOM SA
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8. TECHNICAL FIELDS
The functions (from standards and Alstom experts’ values) for Europe area are represented in
appendix 1.
8.1. HABITABILITY
8.1.1. DEFINITION OF HABITABILITY
Habitability refers to the fact that the passenger well-being is not degraded by a wrong space
management. The main issue of habitability is to give to passengers the biggest living space in
accordance with car body shell sections and travelers’ morphology, but also taking into account
the market sector and the corresponding comfort level.
8.1.2. FACTORS OF HABITABILITY
Habitability is involved in passenger spatial comfort at each time of his travel. Different volumes
must be allocated in accordance with passenger needs which evolve with the various situations of
travel:
• Getting on the train, especially in regional and main lines, the passenger could need to
leave his belongings (luggage and clothes). A part of the available volume in the room must
be reserved to the belongings storage.
• While the traveler is sitting down, he needs a private area. This space must be dimensioned
in accordance to ergonomic needs and to allow the passenger to do various activities.
• The passenger could also spend a part of his time standing, particularly in urban trains.
This situation has an impact on volume allocation.
• To reach his seat or on board services, the passenger needs to move about. An adequate
space must be allocated to his circulation and the one of his luggage.
• PRM (Persons with Reduced Mobility) need special areas to be fitted out. They have an
impact on volumes distribution. Moreover, these spaces can be associated to tip-up seats
positioning.
Finally, some architecture choices do not directly impact habitability, but have are involved in space
management:
• Presence of a separation between room and vestibule
• Seat rotation possibility
• Positioning of seats compared to windows, a minimal space between passenger eyes and
the nearest window frame is required for visual comfort.
© 2017 - ALSTOM SA
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8.1.3. NEEDED INPUTS TO EVALUATE HABITABILITY
• Design Book
• Train layouts
• Transversal sections with 5th and 95th percentile passengers
• Longitudinal sections with 5th and 95th percentile passengers
© 2017 - ALSTOM SA
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8.1.4. TABLE OF THEMATIC AND CRITERIA OF THE TECHNICAL FIELD

Technical
Thematics Criteria Units Comments
Fields
Seat Pitch on line 1 mm
Seat Pitch Face to Face 2 mm
Seat width 3 mm
Armrest/separator width 4 mm
Seating comfort rate : fixed seats numb/total Considering 4 standing
5 %
capacity pers/m²
Seated Do not consider tip-up
Seats area/total floor area 6 %
passenger seats
volume Not applicable in longi
Window lower edge height from the floor 7 mm
configuration
Only in LONGI
Window lower edge is flush with the backrest 8 mm
configuration
Total window length / Total train length 9 %
Number of window seats with low visibility / Not applicable in longi
10 %
Number of window seats configuration
Aisle clear width 11 mm
Room height 12 mm In the middle of the aisle
"Y" if partial for
Separation presence between room and Dimensionles
13 suburban, with a door for
Standing vestibule s
others
passenger
Gangway passage clear width 14 mm
volume
Gangway height 15 mm
Room access width 16 mm
Habitability
Room access height 17 mm
Window upper edge height from the floor 18 mm
Proportion of sloping aisle 19 %
Maximum slope percentage 20 %
Maximum inner stair angle 21 ° If no step, answer 0
If no step, put comfort
Floor Minimal step depth 22 mm
value
perturbation
Dimensionles
Toilet access without step 23 If no step, answer Y
s
Dimensionles
Bar access without step 24 If no step, answer Y
s
Number of wheelchair people areas in Dimensionles
25
accordance to current regulations s
PMR
Presence of tip-up seat in wheelchair people Dimensionles
26
areas s
Longitudinal orientated seats/total nb of seats 27 %
Passenger
Dimensionles
orientation Seats rotation 28
s
/Flexible
additional seats = tip-up
configuration Number of additional seats per acces area 29 seats
seats, bench seat
Dimensionles
Belongings Presence of clothes racks or hooks 30
s
storage
Minimal luggage storage volume per seat 31 dm^3
In the following Tables S=Suburban, R=Regional and M=Mainline.
© 2017 - ALSTOM SA
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8.1.5. MEASUREMENTS GUIDANCE

Criteria Applicable Area Way to measure
1 2
Seat Pitch on line S/R/M 1
Seat Pitch Face to Face S/R/M 2
3
Seat width S/R/M 3
4
Armrest/separator
S/R/M 4
width
𝑁𝑢𝑚𝑏𝑒𝑟 𝑜𝑓 𝑓𝑖𝑥𝑒𝑑 𝑠𝑒𝑎𝑡𝑠

𝑇𝑜𝑡𝑎𝑙 𝑐𝑎𝑝𝑎𝑐𝑖𝑡𝑦
Seating comfort rate :
fixed seats numb/total S 5 Tip-up seats are not considered.
capacity Total capacity = Number of standing passengers considering 4pers/m²
+ number of fixed seats
𝑆𝑖𝑡 𝑝𝑎𝑠𝑠𝑒𝑛𝑔𝑒𝑟𝑠 𝑎𝑟𝑒𝑎

𝑇𝑜𝑡𝑎𝑙 𝑓𝑙𝑜𝑜𝑟 𝑎𝑟𝑒𝑎
(𝑠𝑒𝑎𝑡 𝑎𝑟𝑒𝑎 + 𝑙𝑒𝑔𝑟𝑜𝑜𝑚) ∗ 𝑛𝑢𝑚𝑏𝑒𝑟 𝑜𝑓 𝑠𝑒𝑎𝑡𝑠

=
𝑇𝑜𝑡𝑎𝑙 𝑓𝑙𝑜𝑜𝑟 𝑎𝑟𝑒𝑎
“Seat area” = L*W
300mm
L
Seats area/total floor
R/M 6 Legroom Seat area
area W
The legroom is a square of 300mm x seat width. This square must be

removed from the standing free space. The number of standing
passengers is the standing free space considering 4pers/m².
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Not applicable for longitudinal seats configuration.
Window lower edge

S/R/M 7
height from the floor
7
Only in longitudinal seats configuration !
Window
This seat is flush

Window lower edge is with the lower
S 8
flush with the backrest eldge of the
window
Doors window must be considered.

Total window length /
S/R/M 9 Do not consider bar car if there is.
Total train length
Do not consider locomotive.
d
Number of window
seats with low visibility
S/R/M 10
/ Number of window
seats
Seats with low visibility are seats which have a distance d

between seat backrest (at 1200mm) and the nearest window
frame < 200 mm
© 2017 - ALSTOM SA
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• Longitudinal seats areas :
300mm : legroom
8
300mm : legroom
Aisle width S/R/M 11
• Transversal seats areas :
Room height S/R/M 12

9
In the middle of the aisle
Separation presence To be considered, the separation must at least be partial (no

between room and S/R/M 13 door, only walls) in suburban trains and must be integral (with
vestibule door) in regional trains and main lines.
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11
Gangway passage
S/R/M 14
width
Take the most restrictive value
Gangway height S/R/M 15 Take the most restrictive value
Room access is a room door or a partial separation.

Room access width R/M 16
Take the most restrictive value.
Room access is a room door or a partial separation.

Room access height R/M 17
Take the most restrictive value.
Window upper edge

S/R/M 18
18
𝑃𝑟𝑜𝑝𝑜𝑟𝑡𝑖𝑜𝑛 𝑜𝑓 𝑠𝑙𝑜𝑝𝑖𝑛𝑔 𝑎𝑖𝑠𝑙𝑒

𝑇𝑜𝑡𝑎𝑙 𝑠𝑙𝑜𝑝𝑖𝑛𝑔 𝑎𝑖𝑠𝑙𝑒 𝑙𝑒𝑛𝑔ℎ𝑡 𝑖𝑛 𝑡ℎ𝑒 𝑡𝑟𝑎𝑖𝑛
Proportion of sloping =
S/R/M 19 𝑇𝑜𝑡𝑎𝑙 𝑎𝑖𝑠𝑙𝑒 𝑙𝑒𝑛𝑔ℎ𝑡
aisle
16 : Slope pourcentage
Maximum slope
S/R/M 20
pourcentage
Sloping aisle length
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Maximum inner stair
S/R/M 21 Take the maximal value.
angle
Minimal step depth S/R/M 22 Consider the depth in the middle of the step
Toilet access without
R/M 23 Yes if all passengers can go to toilet/bar from their seat without
step
crossing over a step
Bar access without step R/M 24
Number of wheelchair
Y (Yes) / N (No)
people areas in
S/R/M 25
accordance to current
regulations
Presence of tip-up seat
Y (Yes) / N (No)
in wheelchair people S/R/M 26
areas
Example of longitudinal orientated seat :
ratio : longitudinal
orientated seats/total nb R/M 27
of seats
Seat Rotation R/M 28 Y (Yes) / N (No)

Number of additional
seats (tip-up seats,
S/R/M 29
bench seat) per acces
area
Presence of clothes racks
R/M 30 Y (Yes) / N (No)
or hooks
Minimal luggage storage Total volume of luggage racks (in gangway or overhead racks) /
R/M 31
volume per seat number of seats
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8.2. ACCESSIBILITY AND PASSENGER FLOW

8.2.1. DEFINITION OF ACCESSIBILITY & PASSENGER FLOW
Rolling stock must allow the boarding and landing of the whole passenger, without distinction of
size, age or handicap, in very variable stopping-time according to the traffic to be assured on the
line or the concerned rail network. That is called accessibility and to respect it, good sizing of the
boarding system, especially access doors and boarding steps, has to be taken in account.
Flow of passengers is linked to accessibility, indeed during the boarding and landing time, the
bottleneck is located on access doors. The passengers flow represents the number of passengers
crossing a unit of passage (a door can represent a unit if it is narrow, or several according to its
width), in boarding and/or landing, in a given time (pause in station). The passenger flow is an
operator’s requirement which enters in the calculation of lines debit. It sizes the architecture of
trains and is more and more specified by the customer.
8.2.2. COMPONENTS OF ACCESSIBILITY AND FLOW COMFORT
Access to the train is the process in which the traveler passes from the platform into the train. This
process is more or less complex according to the type of product (main lines with boarding steps,
tramway without gap…). To facilitate the access of the train to travelers, the whole access system,
which is used by passenger, should be well sized and positioned.
Assure the passenger flow, asked by the operator, it is to assure to travelers good conditions of
journeys, without stress at the time of getting in the train or coming out. Besides, pause in station
influences the traffic of the concerned network and thus the punctuality of all the trains. Also it is
important that the train design (width of door, boarding steps, arrangement of seats and location
of retainer bars) allows respecting these flows. Passengers’ flows can be calculated with software
Legion Space Work on the principle of a calculation of fluid mechanics. The EI 0070 and 0071 is
dedicated to the explanation of the use of this software in Alstom.
Upon the arrival of the vehicle station, the passenger must be able to spot doors quickly to access
to it. It is possible to facilitate the location of the door by acting on the choice of colors, creating a
contrast with the rest of the car or thanks to a bright or sound indicator. These systems make the
process easier and faster for travelers and so to make his journey more pleasant and less stressful.
Moreover it is recommended to provide a signaling (luminous and sonorous) to warn that the door
is closing, in order to permit to the passenger to estimate the remaining time. As the signal is
repeated at every stop, it is necessary to insure it is not too powerful to avoid an embarrassment
due to its repetition.
During the boarding, vertical and horizontal gaps are a major problem with which the traveler can
be confronted. Gap filler or a system to reach the level can be installed to reduce gaps between
step and platform, in order to improve the comfort and the safety of access. The goal is to allow
the access without assistance and in a complete safety for every passenger and in every type of
© 2017 - ALSTOM SA
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configurations of platforms met on the rail network. It is important to notice that it already exists
on this subject, directives to adapt network to PRM (STI and standards for PMR).
After this step, according to the height of the car floor, the traveler can be led to take boarding
step. This one represents an important obstacle for the progress of the passenger. It is necessary
to size it according to the ergonomic rules adapted to needs. To help his progress retainer bars can
be installed at the level of the door and steps can be highlighted.
After, the passenger must be able to cross the door with his luggage. The comfortable crossing of
the door is conditioned by its sizing. It is important to note that the width of the door is mainly
determined by the passenger flow asked in specifications. We choose to define a minimal value of
comfort under which we should not come down even if the flow allowed it. Other dimensions of
the door don’t influence very significantly the flow; they can be defined according to criteria of
ergonomic comfort. Doors of rolling stock are more and more often automatic. For comfort and
safety of passenger, a control system of obstacle with a reopening device is often installed.
When the passenger gets ready to get out the train, he has to be able to locate on which side is
the platform and to watch if the stop if the one he has to go out. The door has to allow an outside
visibility in the daytime and at night. Dynamic indicators can complete the system.
Doors contribute also to “lock” the railway vehicles as a supplement to windows and gangways.
They have to reach the technical needs to assure a good sealing of the train. Indeed, access doors
play an important role in terms of waterproofness, heat and phonic insulation. However we
consider that these aspects are estimated and evaluated by acoustics and thermal requirements
and specified in these technical fields.
Finally, the failure of a door is an important annoyance for travelers as well as a first-rate
dissatisfaction for operator. It can lead to important disturbances of traffic and achieve to
transshipments of travelers.
8.2.3. NEEDED INPUTS
• Diagram of the whole train

• Detailed diagram with boarding steps dimension
• Cross section at a the level of a boarding door
• Study of network platform (determination of existing gap)
• Technical characteristics of the door
© 2017 - ALSTOM SA
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Technical
Fields
Evacuation time with nominal loading 1 sec

100% boarding time with nominal loading 2 sec Urban: fixed seats +
4p/m², others: fixed
50% dwelling time with nominal loading 3 sec seats only
Passenger flow 25% dwelling time with nominal loading 4 sec
Evacuation time for each person per Passage Unit 5 sec/PU
100% boarding time for each person per Passage Unit 6 sec/PU As default passage
50% dwelling time for each person per Passage Unit 7 sec/PU unit = 0,65m
25% dwelling time for each person per Passage Unit 8 sec/PU
External side of the
Contrast between doors and surroundings 9 Dimensionless
door
Signage Visual alert presence (opening/closing door) 10 Dimensionless characteristics in
compliance with
Audible alert presence (opening/closing door) 11 Dimensionless EN14753
Considering
Total capacity/ opening length (in m) 12 pers/open m
4pers/m²
Not consider PMR
Access doorway width 13 mm
Door door
performances Consider roof arch
Minimal vertical clearway height 14 mm
height
Accessibility Obstacle detection system presence 15 Dimensionless
& Passenger Precaution against pitch points 16 Dimensionless
flow Visibility through the door (during night and day) 17 Dimensionless
Gap filler presence 18 Dimensionless
Completed if no
Horizontal gap with track bend radius 300m 19 mm
horizontal gap filler
Completed if no
Vertical gap with track bend radius 300m 20 mm
vertical gap filler
Number of access steps 21 Steps
Access steps height 22 mm
Access steps depth 23 mm
Access steps Stair angle 24 °
To be completed
Internal stair hole covered 25 Dimensionless only for stair angle
over 45°
Colorization of stair nosing 26 Dimensionless
Lighting in strairs 27 Dimensionless
Winterisation does
Anti-skid surface (and winterisation) 28 Dimensionless not concern all
geographic areas
Bording aid for PRM 29 Dimensionless
PRM doors
Door identification (light signal, sound signal, ...) 30 Dimensionless
© 2017 - ALSTOM SA
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Criteria
Criteria Applicable Area
Applicable Area Way
Way to
to measure
measure
Evacuation time with
S/R/M 1 Real evacuation test or Legion SpaceWork simulation value
nominal loading Roof arch
100% boarding time with
S/R/M 2
nominal loading
Door
50% dwelling time with Legion SpaceWork simulation values.
S/R/M 3
14
nominal loading
Minimal vertical clearway RS-PE-EI-0070 / RS-PE-EI-0071
S/R/M 14
25% dwelling time with
height
S/R/M 4
nominal loading
Evacuation time for each Evacuation time with nominal loading
S/R/M 5 ⁄ Nominal lowding
person per Passage Unit Number of passage units
100% boarding time for 100% boarding time with nominal loading
each person
Obstacle per Passage
detection system S/R/M 6 ⁄100% nominal lowding
Unit R/M 15 Y (Yes) / N (No), Not applicableNumber
in metroof passage units
presence
50% dwelling
Precaution time for
against each
pitch 50% dwelling time with nominal loading
S/R/M 7
16 Y (Yes) / N (No)⁄ 50% nominal lowding
person per Passage Unit
points Number of passage units
Visibility
25% through
dwelling timethe
fordoor
each 25% dwelling time with nominal loading
S/R/M
S/R/M 17
8 Y (Yes) / N (No), yes if there is a window
⁄ 25%onnominal
the doorlowding
(during night and day)
person per Passage Unit Number of passage units
Gap filler presence S/R/M 18 Y
Y (Yes)
(Yes) // N
N (No)
(No)
Track bend radius :
Y N
Contrast between doors
Maximal horizontal gap S/R/M 9
and surroundings
with track bend radius S/R/M 19
300m 300 mm
Visual alert presence 20: Vertical gap can be

S/R/M 10 Y (Yes) / N (No)
(opening/closing door) upwards or downward
Audible alert presence
S/R/M 11 Y (Yes) / 19
N (No)
(opening/closing door)
Total capacity/
Maximal verticalopening
gap with Total capacity considering 4pers/m², do not consider tip-up seats
S/R/M 12
20
length (in m)
track bend radius 300m Opening length = door width * number of doors
OR
20
20
Access doorway width S/R/M 13

Number of access steps S/R/M 21 Do not consider the pace from the platform to the train as a step.
13
Access doorway width corresponds to the clear way when door is open.
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Access steps height S/R/M 22 23
21
Access steps depth S/R/M 23 steps
Not consider as a
22
step but the gap.
24
Stair angle S/R/M 24 Platform
Y (Yes) / N (No)
Internal stair hole covered S/R/M 25

Internal
stair hole
Colorization of stair nosing S/R/M 26 Y (Yes) / N (No)

Lighting in strairs S/R/M 27 Y (Yes) / N (No)
Anti-skid surface (and
winterisation)
Bording aid for PRM S/R/M 29 Y (Yes) / N (No)
Y (Yes) / N (No)
Door identification (light
S/R/M 30
signal, sound signal, ...)
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8.3. ERGONOMICS AND PVI

8.3.1. DEFINITION OF COMFORT LINKED TO ERGONOMICS AND PVI
Ergonomics studies are physical, cognitive and organizational. They allow continuous improvement
of comfort, facility and effectiveness of the use of work tool. These studies necessitate an
indispensable understanding of the future use of the traveler.
Indeed to optimize performances, while allowing better adaptation of systems, a consideration of
the user application, in all the phases of product use, is important.
The technical field PVI, Passenger Vehicle Interface, is built on this notion. So the various phases
of the traveler’s route, during his journey, were taken into account.
Indeed the passenger is in interface with the train at several levels, when he approaches the train
on the platform, when he recognizes the train and access to it and finally when he is on board
(storage of luggage, search the place, installation and use of services). This technical approach is
in agreement with the Passenger Experience and the Perceived Quality.
Organization of spaces on board is a fundamental point of the elaboration of diagrams. In fact the
traveler is in interface with components and the train organization. It is also useful to carry out an
ergonomics study adjusted to the condition of using. General arrangement (layout), room by room
and zone by zone will be also distinguished according to diagrams. PVI are dealt separately by
different technical fields; these parameters vary with the passenger route in the train. Main PVI
parameters are the following:
• PVI traveler boarding (Dealt in Accessibility and passenger flow)
• PVI traveler in circulation in the car (Everything regarding height, width of corridor dealt
in Habitability)
• PVI with signage (sound, viso, write)
• PVI traveler installed on board (Standing or sit (nota : seat part is dealt in Evalseat))
• PVI traveler in other situations as in toilets, catering, bar… (dealt in services)
8.3.2. COMPONENTS OF PVI COMFORT
Onboard arrangements for new or renovated trains should be designed in order to offer a global
comfort adapted to the expected service and the time spent on board. In fact in a short travel, less
than 30 minutes (type suburban), the seat comfort should not reach the one of TGV seat in 1st
class. However the aim is to create an “individual bubble of comfort” specific to each type of travel
and compatible to the maximum number of passenger (5th and 95th percentile). To evaluate the
comfort, two aspects can be considered:
• Postural comfort evaluated with the tool Evalseat which gives the global static comfort
grade of seat (soon the dynamics one depending with the vehicle vibrations will be
available). The ergonomic satisfaction in the use: adjustable and ergonomics seats can be
proposed in 1st, 2nd or VIP classes: calm, catering, reading, access to electric power,
tumbler holder, shelf, individual trash, information screen… in order to offer a private
© 2017 - ALSTOM SA
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comfort zone of travel during the trip. Of course, all these services depend on the travel
motivation and changing during it. They should be accessible from the seat or in
accordance with anthropometric criteria and ergonomics requirements.
• The comfort can also be considered regarding the market segmentation (suburban,
regional or main line travel). In fact the passenger is not always sit; he can stay up or
sometimes walk or go through the train. It is also necessary to offer gripping devices to
maintain safety conditions during the standup phases. Furthermore during his travel, the
passenger should have access to information as the destination, stations served, seat
number, location of services. Safety information has also to follow ergonomics rules. Also
criteria (see table) based on these aspects have been established in order to evaluate the
passenger comfort in terms of ergonomics on the entire travel.
8.3.3. NEEDED INPUT
• Diagrams
• Evalseat grade
• Drawings and characteristics of seats and their implantation details in the diagram.
• Organization (list of functions, detailed positioning of control devices available for
passenger: E-reader, trash, doors access command , safety grip and prehension)
© 2017 - ALSTOM SA
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8.3.4. TABLE OF TECHNICAL FIELD, THEMATIC AND CRITERIA
Technical Thematic Criteria Units Comments

Field
Readability of the car 1 mm
Doors Command localization 2 mm Whole action done
Access to the Doors Command actuation 3 N on platform to
train
Handle height 4 mm access the train
Maximum height of the boarding step 5 mm
Evalseat tool grade 6 Dimensionless
Presence of adjustment command 7 Dimensionless
Thematic more
Accessibility of Adjustment command 8 Dimensionless
specific for Regional
Seat ergonomics Maximal pressure needed for seat adjustment 9 N and Mainline
Maximal pressure needed for backrest adjustment 10 N
Maximal pressure needed for footrest adjustment 11 N
Head restraint presence 12 Dimensionless
Light switch in the digital mannequin bubble 13 Dimensionless
PVI USB outlet in the digital mannequin 14 Dimensionless
Socket outlet in the digital mannequin bubble 15 Dimensionless
Seat devices
Air switch in the digital mannequin bubble 16 Dimensionless
Dustbin in the digital mannequin bubble 17 Dimensionless
Dustbin volume 18 cm³
localization and readability of the place 19 mm
Maximal pressure needed for doors control devices 20 N

Standing
passenger Ergonomic studies of handle 21 mm
Clearance for hand 22 mm
Handle presence 23 Dimensionless
Belongings
Accessibility of Luggage Storage 24 mm
storage
Receive Train Visibility of Information for every passenger 25 %
information Readability of visual information 226 mm
© 2017 - ALSTOM SA
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8.3.5. MEASUREMENT GUIDE
Readability of the car S/R/M 1
Letter should not be smaller than 70mm

Doors Command
S/R/M 2 The distance between floor and the buttons has to be consider
localization
Doors Command
S/R/M 3
actuation
Handle height S/R/M 4 The distance between floor and the buttons has to be consider
Maximum height of the

S/R/M 5
step
Hauteur maximale H
Evalseat tool grade S/R/M 6 See grade in Evalseat tool
Presence of adjustment
R/M 7 Y/N
command
Accessibility of Control device has to be accessible in the passenger bubble, no needs for
R/M 8
Adjustment command him to move or raise
Maximal pressure needed
R/M 9
for seat adjustment
R/M 10
for backrest adjustment
R/M 11
for footrest adjustment
Head restraint presence R/M 12
Light switch in the digital
R/M 13 Mannequin bubble is space accessible by hand only with arm movements
mannequin bubble
USB outlet in the digital
R/M 14
mannequin
Socket outlet in the
R/M 15
digital mannequin bubble
Air switch in the digital
R/M 16
mannequin bubble
© 2017 - ALSTOM SA
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Dustbin in the digital
R/M 17
mannequin bubble
Dustbin volume R/M 18
localization and
R/M 19 Writing character size
readability of the place
S/R/M 20
for doors control devices
Ergonomic studies of
S/R/M 21 Check the bar diameter
handle
Clearance for hand S/R/M 22 Space between hand and the backrest
Handle presence S/R/M 23
Accessibility of Luggage
S/R/M 24 Height to be consider from the floor
Storage
Visibility of Information From every places, information has to be visible
S/R/M 25 Number of passengers with visibility of the information
for every passenger Visibility= Total number of passenger
Readability of visual
S/R/M 26 Size of characters
information
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8.4. INTERIORS
8.4.1. DEFINITION OF INTERIORS COMFORT
Organization of spaces on board and their layout is a fundamental point of the elaboration of
diagrams and the design book which has to take sometimes into account the variability of the
request according to the segment market, urban, regional traffic, main lines…
Furthermore, according to the different periods of the year (for example holidays, various periods
of the week, needs of the WE…) it is necessary to offer different types of interior design and
services, even a certain level of flexibility to adapt offer to the request.
So it is often necessary to plan, for example, aboard trains, various possibilities of reservation (rent
of isolated seats, in duet or by 4, in 1st or 2nd class, seats arranged in square or side by side,
sofa…). In certain trains, it is possible to choose place in the running direction (reason why there
are rotating seats), to select a seat at the upper or lower level of the train with tranquility spaces
with not too much flow of passengers.
By night, we must be able to choose between tilting seat and bunk. Some night regional trains
offer also the possibility to travel in privative spaces, as a couple, in family or with friends. For the
women travelling alone, it is also possible to make reservation only with other women.
Design and layout have to allow the operators to answer all these expectations, including PRM’s
needs.
These layouts must be offered by taking into account cultural practices, indeed variability can be
very significant according to the exploited networks.
Impacts concerning the vehicle capacity must also be taken into account and translated into
diagrams in order to show consequences on the cost-effectiveness of the exploited products.
Layouts in general and the PVI (Passenger Vehicle Interface) will be also differentiated, parameter
varying according to route of the passenger in the train.
Around the positioning of travelers (distribution of seats in rooms), design, as a supplement to the
answer to the contractual design of the design book, are going to contribute to fill certain important
features: heat and acoustic insulation, heating, ventilation and air conditioning circuit (HVAC),
lighting, ways of prehension…
Naturally the atmosphere created by the interior design must be maintained over the time, at the
suited level, by an adapted maintenance, in particular the cleaning.
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8.4.2. COMPONENTS OF INTERIORS COMFORT
Livery (train stop on the platform)
The First impression of the passenger is felt even before his trip. Indeed on the platform, the
traveler deals with his means of transportation and will establish a first judgment. This perception
is essential because it is going to influence the feeling of the passenger even before he is directly
put in touch with it. According to waiting time on the platform, the passenger is going to analyze
more or less the livery and several criteria can also be fixed in his mind.
Onboard atmosphere
Several types of atmospheres build up themselves naturally on board according to space created
and their organizations (For example in TGV duplex, upper rooms with flow of passengers who are
going to the bar, low rooms where there is not too much passage and thus more tranquility).
The operator is going to impose in certain space some rules of life, where passengers are for
example invited to speak discreetly, to switch their phones off, to use audio headset for their digital
leisure or not to travel with their pets (ex: SNCF IDTGV with two inclusive possible atmospheres
of travel for the same ticket’s price: tranquility “ you prefer tranquility or calm, benefit from a space
where your desires for rest, for reading are respected” or friendly “ you prefer the conviviality, this
space is dedicated to exchanges and entertainment.
Interior design
Interior design and layout have to guarantee:

• The comfort: ergonomic rules, spatial distribution, soundproofing, heat isolation, vibratory
behavior, waterproofing, design, visual aspect, corporate image
• The maintenance: by limiting and facilitating the conditions of maintenance and cleaning
• Fire safety: Various national regulations have been used until today in Europe as reference
for the evaluation of fire behavior of materials and components of railway equipment. With
the creation of the standard IN45 545-2 (Railway Applications-Protection against the fires
in railway vehicles, 2nd part: Requirements of fire behavior of materials and components),
come into effect in June 2013. Members of the European Union are subjected from now to
harmonized and compulsory rules of control and have a common classification of the
reaction of European railway equipment to fire.
The objectives of protection against fire of this standard are:

• Minimize the probability fire initiation
• Limit the propagation of a fire
• Reduce the effects of a fire on passengers
• Give the possibility to people and passengers to leave the vehicle without outside help and
to reach a safety zone (emergency devices are shown on doors to remind rules)
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Indeed the best protection against fire is to avoid or delay the inflammation of materials and the
propagation of the fire as well as the clearance of toxic smokes. In summary, standards plan
different levels of rankings for fire (M) and smoked (F) according to the position of the material in
the car and the circulation (or not) of the train in a tunnel (subway, Eurostar).
• The Safety related to the dynamics of the train :
Fixations of equipment have to support loads generated by the dynamics of the vehicle inducing
accelerations, as well as any additional load resulting from the working of the equipment itself.
Levels of acceleration are the following (Standard IN 12663-1):
Directions x, y: 0,15 g
Directions z: (1+0,15) g
A particular attention must be brought to the definition of the forms and the elements of fixations
to avoid injuries (see Rep UNIFE).
These fixations don’t have to engender parasitic noises according to the sweep in frequencies due
to various situations of excitation.
• The environmental protection
For example use of non-Dangerous material, recyclable…
PRM’s spaces and functionalities
Definition of PRM is defined as bellow:

“Every person who feels, at one moment or another, an embarrassment because of a permanent
incapacity (sensory disability, motor, cognitive, ageing…) or temporary (pregnancy, accident) or
also outside circumstances (accompaniment of young children, strollers, luggage…)”.
The conception of spaces has to take into account the universality of needs. However all cases and
people cannot be satisfied and certain secondary solutions must be organized to satisfy all the PMR
travelers. An objective of 80% of satisfied travelers seems consistent, the 20% left benefiting from
specific services.
It would be also interesting, as for the valid, to realize an anthropometric base allowing to define
the 5th and the 95th percentile of PMR.
Units of wheelchair are similar to prostheses because they are adapted to the handicapped person.
It could thus be possible to work together with the wheelchair manufacturers to improve interfaces
vehicles/PMR to facilitate the access to train.
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PRM represent 15% of the population and this percentage could reach 30 % around 2025 because
of the ageing of the population.
During a trip, in the whole phases of transport the main constraints are:
• Join the station of departure: have access to one (or more) means of transport from home
to station with adapted services.
• Go on board: without assistance.
• Settle: Inside the train and in complete safety.
• Travel: have a level of services and adapted comfort.
• Get off the train: without assistance
• Arrival at the place of destination: Find one (or more) means of transport which allow to
join the point B in adapted conditions.
Main components
Interior design is apportioned as below:
Seats
See technical field: Ergonomic.

The evaluation is done with the software EVALSEAT.
Stuffing of faces
Difficulties linked to the faces stuffing are mainly concentrated in the design, the choice of
materials for cover plate which, when they will be joined, recover completely the wall of faces.
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Windows
(Components already approached on the domain thermal comfort for the effect of insulation and
cold wall; the positioning of windows is realized in the technical field habitability).
Windows have many functions, sometimes contradictory:
- First function is obviously to give a natural light to passengers of concerned spaces,
allowing them to have a dynamic vision of the landscapes or crossed cities.
-The second is to contribute to the waterproofness of the vehicle and to be a part of the
thermal and acoustic comfort by way of their constitution in double glazing. The glass mass and
the different thickness between the internal leaf and the outside leaf ensure a minimal vibratory
and acoustic transmission with the outside. The thickness of the air layer has to satisfy a good
thermal comfort.
- Last function is to insure the safety of passengers regarding shock with the ballast and
even with shooting of rifle. It is the reason why the outside glazing is laminated by a plastic film in
PVB and sometimes reinforced chemically ( RC Glass( strengthened Chemically) where on the
surface, Calcium ions are replace by bigger Potassium ion to reinforced the surface.)
To allow the same security in case of collision and give the possibility to passengers to go out
through windows, hammers to break glasses are available to passengers.
Bay windows bring the sunlight and sometimes the dazzle in summer, requiring the pose of
awnings or the use of a new technique of opacification (electrochromic glazings). They also bring
a sensation of cold side in winter (it is the reason why electric heaters are positioned at the bottom
of windows), which could be reduced with heating glazings (in the case of a blowing ceiling).
Differences of performances between windows are essentially due to the variation of thickness of
different window layers and the air layer, potentially their curvature also. Significant thicknesses
of glazings cause problems of mass and the thickness of air layer a problem with the size of the
face.
The possibility to replace the inside broken windows or from the outside, is a choice of maintenance
of the operator but it is not without consequences on the design.
Materials:
Most of structures used for interior design are metallic: steel, aluminum. Magnesium can be used
in order to minimize the weight casting under high pressures) or the glass and carbon reinforced
composite.
They are covered with finishing covers, with paint and adhesive film, fabrics, carpets, etc. All
materials have to meet the requirements in terms of safety (fire and smoke).
Criteria are treated in QP
Fixing:
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Seats can be fixed:

• Only on the floor (essential for rotating seats)
• On the floor and on the wall, what allows lighter fittings.
• Only to the wall through a cantilever beam, heavy solution but allowing an easy
maintenance and an interesting comfort for feet and luggage.
Criteria are treated in QP
Floors:
The constitution of floors is simple : plywood and assemble on platform, sometimes aluminum
honeycomb or profiled aluminum in the case of the 2nd level supporting longitudinal efforts and
not requiring a mass to isolate acoustically rolling noises.
Ceilings (luggage-rack and clothes-hanger)
Ceilings are often complex sub-systems insuring several functions. They are also visible areas by
the travelers and they must be completely satisfactory from a design and esthetics point of view.
Requirements for F&S EN 45545 for ceiling and side linings are the same (R1 HLx… I don’t
understand the point…).
Arrangements of ceiling contribute to satisfy several functions as the interior global design, the
lighting, the transport and the distribution of the air-conditioning, luggage rack and acoustic
absorption.
Components to be placed have to take into account the structure of the body, its insulation. The
Distribution of ceilings on layout can be made according to various principles: longitudinal,
transverse or mixed.
The installation of these components must be compatible with requirements of assembly (for
example criteria of alignment and outcrop), ergonomics (for example criteria of accessibility to
luggage rack), performances (obtaining the temperature range according to the principle of
blowing air-conditioning used), maintenance (for example access to the converters of neon tubes)
and operation of vehicles (for example a cleanable ceiling).
Perceived quality of assembly and cleanliness of covers is fundamental because passengers, due to
their seated or lying position, have permanently the look focus on ceiling. As the air is going to
circulate between all the components of the ceiling and in all interstices of assembly, dust particles
will accumulate and be visible. Event already seen in certain car and on vehicles, for example the
white carpet of AGC.
Materials must be washable and easily replaceable according to solicitations.
Another solution consists in blocking, by technical artifices, the passage of air between elements
(felt interposition, scotch, Velcro…).
Solicitations of components should also be taking into account (for example (Suitcases placed on
luggage shelves can damage easily all nearby surfaces, creating streaks of dirt, scratches and
surface dents, which are going to degrade the perceived quality of materials). The addition of
protection components against abrasion and impacts can improve the passenger perception.). It is
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also the interest to be able to clean easily or protect by adapted subtleties sensitive zones (adapted
materials, protections).
Accumulation of dirt will also appear close to hot sources (for example lighting).
The condensation is also to consider because it can engender flows on travelers, their clothes or
their luggage.
Luggage racks are designed to avoid injuries to passengers (fittings resistant to luggage loads and
design to avoid luggage falling down from shelves).
A particular follow-up of the “opening” is necessary to make sure of the good ergonomic of opening
and a good accessibility for maintenance (small pieces allow to assure also a good waterproofness
without causing a parasite vibrations).
The assembly of various components has to meet the requirements of static and dynamic resistance
prescribed in specifications and associated standards.
Rooms doors:
Room or platform doors are elements of separation to allow to improve the thermal and acoustic
comfort of travelers’ zones.
Automatic doors include electrical or pneumatic mechanisms and single or double leaves.
This kind of door can also be implanted at the level of gangway. In In this case they can have
functions of improvement of comfort but also the function of safety (firebreak or flames arrestor).
The control can be manual or automated at a distance away.
On Urban equipment, the trend is to eliminate room and in gangway doors to facilitate the fluidity
and extend living spaces on board.
For safety reasons, they are provided with obstacles detection safety device and with insulation
device of the motorization in order to facilitate traveler’s circulation, particularly during stops in
station and in case of emergency (fire safety for example).
Luggage racks:
Distribution according to diagram and available in Design Books. Dealt in ceiling.
Gangway:
Gangway can present two waterproofness’ zones: the bead/tunnel of gangway which must be
able to be deformed in curve and gangway doors.
Gangway Tunnels:
Partially treated in technical field habitability.

Tunnels had to be more and more powerful in term of sealing to noise and air, while allowing, by
enough deformations, the passage in curve and in small radius reverse-curve and assuring safety
to fire behavior:
• In main lines considering the increase of speeds
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• In tunnel to ensure a sealing to waves pressure

• In Urban with the removal of gangway doors between cars
Gangway doors:
They allow isolating rooms with travelers. They are manual or automatic order. They can also be
used as firebreak doors. Deal in Gangway Tunnels
Individual and collective trash on platforms:
They can be individual or collective, allow to sort the waste
Perceived quality:
Some non-measurable and subjective criteria, which depend on the passenger perception, should
be nevertheless taken into account. They are determined based on an autochthones-user panel.
The feel of livery and interiors should be evaluated from the content of the QP (perceived quality)
questionnaire, observations of Design Book at the level of invitation, model (scale 1) or even on
circulation material for a feedback. Observation elements are the following:
Thematic Criteria
Identification, readability of the destination, passenger orientation to other cars
Security perception
Coherence of the integration of the front
Coherence of the integration of doors
Perception of simplicity, fluidity and sobriety
DNA and belonging to Alstom’s family
Perceived Quality of
Perception of cleanliness
Interiors
Robustness and durability (livery)
Robustness and durability (interiors)
Quality of the inside completion (completions nonvisible…)
Securing of luggage
Perception of space inside gangway
Perception of security inside the gangway
Quality perceived is a feedback from end users to a Design Book taking into account cultural
factors. The evaluation of QP allows understanding new designs and tender options to several
markets. An own radar for QP will be established.
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• Design Book
• Diagrams
• Transversal section with passengers’ 5ième and 95ième percentile
• Longitudinal section with passengers’ 5ième and 95ième percentile
• List of usual functions and taking over by market sector.
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Fields Thematic Criteria Units Comments
"Objective: 10lux at 1m
Platform enlightened by the train all along the platform 1 lux
rule inspired by US std"
Security
Lighting of boarding steps 2
Visibility inside 3 Communication
Drainage of water coming from the roof 4
Presence of a specific area to make a call 5
Ergonomic study realized on the compatibility bet windows (dim, To allow a feeling of
6
height and positioning) and passenger’s positioning visibility to outside
Onboard
Differentiation of comfort in classes by actions on interior design &
atmo- 7
materials
sphere
Possibility to isolate in specific compartments 8 Family, work… area
Possibility in the choice: isolation (seat’s level: curtain, movable
9
backrest…)
PRM and 10 disable person
Distribution of specific mode of communication in travel's zone to
function- 11 blind person
contact train crew
nalities 12 deaf person
Protection anti-vandalism 13 Plastic film…
Presence of solutions to management / prevent sun reflection
Windows 14
(blinds, tint, electrochromic window)
Principle of maint of surfaces to guarantee the visual comfort 15 accessibility
Principle of easily cleaned surface 16 Ref sol, material, sealing
Principle of easily maintenance/change of covering 17
Interiors
Flat floor 18
No roughness caused by
Smooth floor 19
Floor fixations, ledge...
Use covering resistant to abrasion 20 Ref sol
Use non-slippery covering 21 Ref Sol
Feeling of the passenger trough contact with floor 22 Comfort if soft (carpet…)
Waterproofness between passengers ‘room and floor 23 Ref Sol, notion of liner
Cleanability of “glass rack” 24 Ref Sol
Cleanability of covering 25 Ref Sol
Ceiling Cleanability of ventilations grids 26 Ref Sol
Securing luggage (prevent fall) 27
Securing with antitheft 28
Luggage Prevent the luggage to slide 29
stacks
Risk of negative visual impact 30 Integration
Use dust resistant covering 31 Ref Sol
Use non slide surfaces 32 Ref Sol
Gangway Prevent the risk of pinching 33
tunnels Gangway is garnished 34
Place gain 35
Detection of passengers for the door opening 36
Volume available per passenger 37 cm²
Trash Waste sorting available 38
Impermeability to liquid and smell 39
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Platform enlightened by the train The platform shall be illuminated at a level of 10 lux at the distance of
S/R/M 1
all along the platform 1m from the train.
Lighting of boarding steps S/R/M 2 The presence of a light shall be considered for safety issues Y/N
Visibility inside allow passenger to communicate with people on platform
Visibility inside S/R/M 3
(family, crew, police…) Y/N
Drainage of water coming from A piece should be added on the top of the door to prevent water to fall
S/R/M 4
the roof on passenger on boarding time Y/N
Presence of a specific area to
R/M 5 This area is not the gangway. It is a zone with min parasite noises Y/N
make a call
Ergonomic study realized on the
compatibility between windows
The visual comfort is obtained if the passenger can see outside. Windows
(dimension, height and S/R/M 6
should be designed and located on the visual glare Y/N
positioning) and passenger’s
positioning
Differentiation of comfort in
Seats, floor, ceiling can be designed differently. More valuable materials
classes by actions on interior R/M 7
in 1st than in 2nd Y/N
design and materials
Possibility to isolate in specific
R/M 8 The passenger should have the choice between active or quiet zone Y/N
compartments
Possibility in the choice: isolation
(seat’s level: curtain, movable R/M 9 Y/N
backrest…)
Distribution of specific mode of Disable person should be able to communicate to the crew in different
communication in travel's zone to S/R/M 10 travel’s zones. This com mode has to be accessible at a adapted height
contact train crew Y/N
Distribution of specific mode of
Blind person should be able to communicate to the crew in different
communication in travel's zone to S/R/M 11
travel’s zones. Y/N
contact train crew
Distribution of specific mode of
Deaf person should be able to communicate to the crew in different
communication in travel's zone to S/R/M 12
travel’s zones. Y/N
contact train crew
Protection anti-vandalism S/R/M 13 Plastic film or specific glass to prevent graffiti or other vandalism Y/N
Presence of solutions to
management / prevent sun
R/M 14 Y/N
reflection (blinds, tint,
electrochromic window)
Principle of maintenance of
surfaces to guarantee visual S/R/M 15 Windows should be accessible to allow service agent to clean them Y/N
comfort
Principle of easily cleaned surface S/R/M 16 Floor should be easy to clean (accessible) Y/N
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Principle of easily
S/R/M 17 Y/N
maintenance/change of covering
To permit access to wheelchair Y/N
Flat floor S/R/M 18
No roughness caused by fixations, ledge. Walking surface indicators not
Smooth floor S/R/M 19
concerned MIN1/Cf1/St1
Use covering resistant to abrasion S/R/M 20 Test should follow ISO 9352 Y/N
Use non slippery covering S/R/M 21 STI PMR: surfaces shall be slip resistant Y/N
Pleasant passenger Feeling trough
S/R/M 22 Y/N
contact to floor
Waterproofness between
S/R/M 23 Y/N
passengers ‘room & floor
Cleanability of “glass rack” S/R/M 24 Materials, accessibility Y/N
Cleanability of covering S/R/M 25 Materials, accessibility Y/N
Cleanability of ventilations grids S/R/M 26 Materials, accessibility Y/N
Securing luggage (prevent fall) R/M 27 Y/N
Securing with antitheft R/M 28 Y/N
Prevent the luggage to slide R/M 29 Presence of a ledge Y/N
Risk of negative visual impact R/M 30 If the design is not done in order to minimize the vision of stacks Y/N
Use dust resistant covering S/R/M 31 Y/N
Use non slide surfaces S/R/M 32 Y/N
Prevent the risk of pinching S/R/M 33 Y/N
Gangway is garnished S/R/M 34 Visibility of rubber Y/N
Place gain S/R/M 35 Is the gangway accessible for passenger Y/N
Detection of passengers for the
S/R/M 36 Y/N
door opening
Volume available per passenger R/M 37 Minimum is the size Min/St1/Cf1
Waste sorting available R/M 38 Y/N
Impermeability to liquid and smell R/M 39 Y/N
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8.5. THERMAL COMFORT (CLIMATE CONTROL)

8.5.1. DEFINITION OF THERMAL COMFORT
The thermal comfort is defined by experts as “the state of mind which expresses the satisfactory
with the thermic environment” and “when human body can maintain constant its temperature
without involving (in a perceptible way) its thermoregulatory mechanisms”.
It is often considered as the principle caused of discomfort by passengers and that is the reason
why many studied have been carried out on this subject. Furthermore, temperature gradient
between winter and summer force experts and constructors to set adapted solutions (cooling,
heating).
The climate comfort depends on thermic mechanisms as conduction, convection, individual

metabolism, activity… In this way it is very complex to determine a numerical value of thermic
comfort. Especially as psychological and physiologic aspects should be taken into account. In fact
the thermal comfort is specific to everyone.
In recent train, the systematic installation of air conditioning has radically improved the thermal
comfort.
Interior air is renewed and warmed in a specific unit production. A mix of fresh air and interior air
is done and distributed to the different compartments.
8.5.2. COMPONENTS OF THERMAL COMFORT
Comfort is assessed to air temperature, air speed, relative humidity, temperature of interior
surfaces, exchange between environment and person dressed normally and exterior climate
conditions.
Furthermore researches done by specialist (Fanger), have allowed establishing tools to determine
the thermic atmosphere in order to evaluate the comfort. Indicator, like the PMV (Predict Mean
Vote, which predict the thermic sensation of a group of people, based on a feeling scale) the PPD
(Predicable percentage of Dissatisfied, which predict the percentage of people who will be
dissatisfied in the atmosphere considered) give objective values to represent the thermal comfort.
Standards, as the ISO 7730, result from the model of Fanger give advices and requirements in
terms of goal to achieve.
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• Diagrams
• Sections
• Numerical Models
Technical
Thematic Criteria Units Comments
Field
Tim Mean Interior Temperature Vestibule 1 °C
Vertical Temperature gradient Vestibule 2 °C
Horizontal temperature gradient (Section) Vestibule 3 °C
Air speed value Vestibule 4 m/s
Heating Tim Mean Interior Temperature Compartment 5 °C
dimensioning Vertical Temperature gradient Compartment 6 °C
Horizontal temperature gradient (Section) Compartment 7 °C
Air speed value Compartment 8 m/s
Tim Mean Interior Temperature Toilets 9 °C
Tim Mean Interior Temperature Nursery 10 °C
Tim Mean Interior Temperature Vestibule 11 Dimensionless
Vertical Temperature gradient Vestibule 12 °C
Horizontal temperature gradient (Section) Vestibule 13 °C
Air speed value Vestibule 14 m/s
Tim Mean Interior Temperature
15 °C
Climate control Compartment
HVAC Vertical Temperature gradient
dimensioning 16 °C
Compartment
Horizontal temperature gradient (Section) Compartment 17 °C
Air speed value Compartment 18 m/s
19 °C
Toilets
20 °C
Nursery
Windows Surface Temperature Gap 21 °C
Surface and Floor Surface Temperature Gap 22 °C
Ventilation Diffusor Surface Temperature 23 °C
Temperature Ventilation Temperature 24 °C
Thermal Bridge Presence 25 Dimensionless
humidity level 26 %
Air Quality
Fresh Air rate 27 m^3/h/p
Thermal feeling Predictive Mean Vote 28 Dimensionless
(Fanger) Predicted Percentage Dissatisfied 29 %
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The tests shall be carried out under the following conditions (EN 14750)
- vehicle stationary and protected from bad weather
- altitude < 1000m above the sea level
- exterior air speed between 0 and 5km/h
- exterior temperature between +15 and +30°C
Applicable
Criteria Way to measure
Area
Temperatures measured 1, 10 m above the floor at all seat positions and
S/R/M 1 at 1,70m above the floor. Interior air surface temperatures shall be
Vestibule
stabilized for at least 1h within ±1 K of the exterior air temperature.
Vertical Temperature gradient
S/R/M 2 Idem
Vestibule
Horizontal temperature gradient
S/R/M 3 Idem
(Section) Vestibule
Air speed value Vestibule S/R/M 4 Idem
S/R/M 5 Idem
Compartment
S/R/M 6 Idem
Compartment
S/R/M 7 Idem
(Section) Compartment
Air speed value Compartment S/R/M 8 idem
Tim Mean Interior Temperature Toilets S/R/M 9 Idem
S/R/M 10 idem
Nursery
S/R/M 11 idem
Vestibule
S/R/M 12 idem
Vestibule
S/R/M 13 idem
(Section) Vestibule
Air speed value Vestibule S/R/M 14 idem
S/R/M 15 idem
Compartment
S/R/M 16 idem
Compartment
S/R/M 17 idem
(Section) Compartment
Air speed value Compartment S/R/M 18 idem
Tim Mean Interior Temperature Toilets S/R/M 19 idem
Tim Mean Interior Temperature Idem
S/R/M 20
Nursery
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Applicable
Area
Precautions shall be taken to protect against external influences such as
Windows Surface Temperature Gap S/R/M 21
radiation, convection and transmission of heat
Floor Surface Temperature Gap S/R/M 22 Measured as close as possible to the middle of the cross section.
Diffusor Surface Temperature S/R/M 23
Ventilation Temperature S/R/M 24
Thermal Bridge Presence S/R/M 25
Wet thermometer should be ventilated at as sufficient velocity (4 or 5m/s).
humidity level S/R/M 26
Air may be renewed
Use system enables to record results with a minimum accuracy of 10%.
Fresh Air rate S/R/M 27 Exterior temperature and barometric pressure should be recorded at the
same time
Predictive Mean Vote S/R/M 28
Predicted Percentage Dissatisfied S/R/M 29
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8.6. LIGHTING COMFORT

8.6.1. DEFINITION OF LIGHTING COMFORT
The lighting comfort is a subjective impression linked to the quantity, the distribution and the
quality of the light. The visual environment gives to passenger a sensation of comfort when he can
see objects clearly, without fatigue and in a pleasant colored atmosphere. The achievement of a
comfortable visual environment in a passenger area favors the well-being of occupants.
Furthermore, a too low or too strong lighting badly distributed in the space or because the light
spectrum is not well adapt to the sensibility of the eye or to the vision of colors, caused in more or
less long term fatigue, accompanied with a sensation of discomfort and a reduction au visual
performance.
8.6.2. COMPONENTS OF LIGHTING
A good lighting, allowing reaching a sufficient visual comfort, is a combination of several physical
parameters:
A sufficient level of lighting which we defined as follow: the lighting of a

surface is the ratio between the luminous flux received by a surface and the
area of this surface. The unit is the lux, equivalent to 1lm/m2. So the level of
illumination varies depending on the lighted zone (corridor, sit at a distance of
800 mm away the ground, etc).
The uniformity is characteristic of the distribution of the light on a given surface. It is calculated
by the ratio between the “limit illumination” (the one which has the greatest distance) and the
illumination average in the evaluation zone. The perfect uniformity is equal to one; it means that
in every point of the lighted surface, the illumination is the same. It leads to a visual comfort.
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The glare is the effect of vision’s condition, which the individual is less
able to perceive objects because of an excessive contrast of luminance
in the space and the time.
The glare is intrinsically characterized by a level of luminance, its impact
is itself defined by UGR (Unified Glare Rate)
Otherwise the human eye is sensitive to colors of light, which has an

impact on perception and the visual comfort. The quality of a light to
transpose the real colors is quantified by an index of “reported colors”.
To these physical parameters are added environmental appropriated

characteristics and the task to be carried out. In addition the visual
comfort is impacted by physiological and psychological factors linked to
the person such as his age, his visual acuity or the possibility to look
outside by the windows. To meet the diversity of requirements and needs
of train’s passenger, the lighting can be designed to be adaptive (Smart
Lighting).
• For a study carried out in design phase, the sizing study of internal lighting (obtained by
simulation Speos)
• For a study carried out in validation phase, the trial results as lighting train.
• Technical characteristics of the lightings.
© 2017 - ALSTOM SA
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Technical
Fields
Eav at 800mm (Seating area) 1 Lux
Eav at 1200mm (Aisle) 2 Lux
Eav at 1200mm (Vestibule) 3 Lux
Eav at floor level (Aisle) 4 Lux With aging coefficient (by
Illuminance
Eav at floor level (Vestibule) 5 Lux default 0,8 (EN13272))
Eav at floor level (Steps) 6 Lux
Emin at floor level (threshold) 7 Lux
Eav at floor level (Gangway) 8 Lux
E uniformity at 800mm (Seating area) 9 Dimensionless
E uniformity at 1200mm (Aisle) 10 Dimensionless
E uniformity at 1200mm (Vestibule) 11 Dimensionless
The worth value between
Uniformity E uniformity at floor level (Aisle) 12 Dimensionless
Umin and Umax
E uniformity at floor level (vestibule) 13 Dimensionless
E uniformity at floor level (Steps) 14 Dimensionless
E uniformity at floor level (gangway) 15 Dimensionless
Unified Glare Rate for vestibule area 16 Dimensionless
Unified Glare Rate for compartment area 17 Dimensionless
If no punctual lighting,
Lighting
Punctual lighting luminance 18 Cd/m² keep the same value as
large lighting
Glaring Large lighting (≥ 50 cm²) luminance 19 Cd/m²
If no punctual lighting,
Punctual lighting photo biologic risk class 20 Dimensionless keep the same value as
large lighting
Large lighting (≥ 50 cm²) photo biologic risk
21 Dimensionless
class
Max variation during first 20min of using 22 %
Color Rendering Index 23 Dimensionless
Lighting
Correlated Colour Temperature 24 K
quality
Correlation CCT vs Kruithoff curve 25 Dimensionless
Luminance average on diffusor surfaces 26
Individual lighting (Reading light) 27 Dimensionless
Human activity adaptation 28 Dimensionless
Smart Train status adaptation (stop/running/door
29 Dimensionless
Lighting info)
External conditions adaptation (lighting
30 Dimensionless
level/day moments)
© 2017 - ALSTOM SA
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Eav at 800mm (Seating area) S/R/M 1
Eav at 1200mm (Aisle) S/R/M 2
Eav at 1200mm (Vestibule) S/R/M 3 To use the ageing coefficient, multiply the result of the
Eav at floor level (Aisle) S/R/M 4 simulation by 0,8.
Eav at floor level (Vestibule) S/R/M 5
Eav at floor level (Steps) S/R/M 6
Emin at floor level (threshold) S/R/M 7
Eav at floor level (Gangway) S/R/M 8
5 8 12 18 21 25 31 34 38
2 9 15 22 28 35 41
1 3 6 13 16 19 26 29 32 39 42
4 10 17 23 30 36 43
7 1 14 20 24 27 33 37 40
1
Exemple d’une carte d’éclairage utilisée pour représenter la position des points de mesure. Pour les différentes zones
définies (couloir, seuil de portes, …), il faut alors sélectionner les points de mesure correspondant et faire une moyenne
des valeurs obtenues. Cette moyenne est donc E av pour la zone donnée à la hauteur fixée.
E uniformity at 800mm (Seating area) S/R/M 9 The worth value between Umin and Umax is to say the
E uniformity at 1200mm (Aisle) S/R/M 10 furthest value from 1.
E uniformity at 1200mm (Vestibule) S/R/M 11 Then, divide this value by the associated Eav.
E uniformity at floor level (Aisle) S/R/M 12 Example :
E uniformity at floor level (vestibule) S/R/M 13 E uniformity at 1200mm in the aisle
E uniformity at floor level (Steps) S/R/M 14 Umin or Umax at 1200 mm in the aisle
=
E uniformity at floor level (gangway) S 15 E av at 1200 mm in the aisle
Example of picture used to calculate UGR. The values are
Unified Glare Rate for vestibule area S/R/M 16
indicated in the test report.
Unified Glare Rate for compartment
S/R/M 17
area
Punctual lighting luminance S/R/M 18
Large lighting (≥ 50 cm²) luminance S/R/M 19
Punctual lighting photo biologic risk
S/R/M 20
class
Large lighting (≥ 50 cm²) photo
S/R/M 21
biologic risk class
Max variation during first 20min of
S/R/M 22
using Result of validation test
Color Rendering Index S/R/M 23 Technical characteristics of the lamp
Correlated Color Temperature S/R/M 24
Correlation CCT vs Kruithoff curve S/R/M 25 Y (Yes) / N (No)
Luminance average on diffusor
S/R/M 26
surfaces
Individual lighting (Reading light) S/R/M 27 Y (Yes) / N (No)
Human activity adaptation S/R/M 28 Y (Yes) / N (No)
© 2017 - ALSTOM SA
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Train status adaptation
S/R/M 29
(stop/running/door info) Y (Yes) / N (No)
External conditions adaptation
(lighting level/day moments)
© 2017 - ALSTOM SA
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8.7. VIBRATORY COMFORT

8.7.1. DEFINITION OF VIBRATORY COMFORT
Sitting or standing on the floor, the traveler should not be subject to a too high level of vibration in
low frequencies, or he will suffer from travel sickness and discomfort which can cause muscular
ache.
Concerned frequencies are included between 0.5 and 25-30 Hertz. They are due to the vibration of
the rigid body, the bogie and to the first flexible modes of the body structure. Also the coupling of
these frequencies can be a disturbing factor to the passenger comfort.
A good level of comfort requires a low level of vibrations in passengers’ compartment. This goal
can be achieve by a filtration of excitations caused by bogie, defects on rails, axle tree or swing
system thanks to several suspensions and by a specific treatment in assembly of concerned
systems.
Every passenger has a different perception of vibratory comfort and it is quantified by acceleration’s
measurements, isolated values, which allow the comparison of tested and simulated
measurements.
The perfect vibratory comfort has to be reached for the cruise speed. An annoying Frequency
coupling in transition phases, for example in acceleration, braking, can be removed. Temporary
phenomena are judged as acceptable.
The vibrations felt by the passengers are mainly vertical accelerations of the floor. They are
transmitted directly if the passenger stands or through the seat.
These vibrations are also transmitted to shelf fitted to seats back and affect the passenger seated
behind. Transversal vibrations are also present but of different nature since there are mainly (for
low frequencies) caused by the transversal moving, rotation, swaying and rolling of the bogie’s
suspension structure. Moreover a coupling phenomenon with the seat back can appear. It conducts
to a longitudinal vibration felt as awkwardness for passengers, especially for the one using shelf.
Comfort indicators should also include accelerations in different axis, x, y, z, that is to say essentially
vertical vibrations from floor, transversal and longitudinal vibrations in back and seat.
Raisons of excitation and amplification will be developed in details. Signal treatments and vibratory
comfort indicators will be also studied.
© 2017 - ALSTOM SA
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8.7.2. COMPONENTS OF VIBRATORY COMFORT
Problems link to vibration discomfort were not studied in detail. The train body is assimilated to a
homogenous girder with a constant section and its vibrations are uncoupled from the ones of bogie.
Furthermore the gravity center of the bogie’s suspended part, the longitudinal drive device and the
immediate center of rotation bogie’s chassis are combined on the same point as an approximation.
The treatment of acceleration signal, which allows to estimate comfort, should be conform to
standards. In function of the frequency band, weighting are applied to represent the sensibility of
human perception. This sensibility is maximal between 4 and 8 Hertz and the result can be
established as a comfort indicator.
Main components of vibration are caused by rails and rail’s devices (defects in levelling, lining,
welding or laminating, connection and alignment in curve). Rail defects are transmitted to wheel
(as stress) causing movement of the axle, vertically, longitudinally and transversely. They
participate to the solicitation of the body.
Currently two standardized methods to evaluate the comfort in motion (NF EN 12299) are
possible:
• A simplified method obtained exclusively with acceleration of the floor. In this way
standard indicator for comfort are established.
NMV < 1,5 Very comfortable

1,5 ≤ NMV < 2,5 Comfortable
2,5 ≤NMV < 3,5 Moderately
comfortable
3,5 ≤NMV < 4,5 Not Comfortable
NMV > 4,5 Very uncomfortable
Table 1 Comfort level NMV (standard EN 12299)
• A global method obtained with acceleration of the floor and seat too (seat and
backrest). In such cases a complete standard indicator for comfort is established.
These kind of evaluations are conceivable thanks to results obtained with SIMPACK and measured
characteristics of the considered railway. They are also possible with measurement based on
vehicles in circulation.
The first method is enough at the first approach to evaluate the comfort.
© 2017 - ALSTOM SA
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• Diagrams
• Modal base for the structure of the body (s)
• Motor and carrying bogies with suspension characteristics
• Valid SIMPACK model (Le Creusot)
Technical
Field
Values of flexible mode in the range 0-40 Hz 1 Dimensionless

Flexible body mode and rigid bogie mode
2 Dimensionless
“separated” with a factor √2
Low coupled frequencies of the body in the range
3 Dimensionless
Component features 0,5-1,2Hz in axes Y and Z
List and values of modes of the bogie with rigid body
4 Dimensionless
in the range 0-20Hz
Irregularity of the railway, wavelength in the range
5 Dimensionless
0-20Hz
Stiffness/amortization range between 0-1500Hz 6 Dimensionless
Vibratory isolation of body and bogie 7 Dimensionless
Optimization of the distribution of heavy
component and their suspensions (number, stiffness 8 Dimensionless
Design Process and amortization)
Vibrations Optimization of body’s characteristics: inertia,
stiffness and amortization (materials, form, 9 Dimensionless
assembly…)
Acceleration and DSP in longitudinal direction (*)
Digital Calculation Acceleration and DSP in transverse direction (*)
for acceleration and
comfort indicators Acceleration and DSP in vertical direction (*)
Jerk 10 m/s3
Comfort indicators
calculated with NMV 11 Dimensionless
accelerations
Perceived quality for Parasite vibrations 12 Dimensionless
vibration and sound Effects of pressure wave 13 kPa
* These criteria can be calculated if the value of NMV achieved is not in comfort requirements.
Indeed they can explain poor comfort in term of vibration.
© 2017 - ALSTOM SA
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Values of flexible mode in the range
S/R/M 1
0-40 Hz
Flexible body mode and rigid bogie
S/R/M 2
mode “separated” with a factor √2
Low coupled frequencies of the
body in the range 0,5-1,2Hz in axes S/R/M 3
Y and Z
List and values of modes of the
bogie with rigid body in the range S/R/M 4
0-20Hz
Irregularity of the railway,
S/R/M 5
wavelength in the range 0-20Hz
Stiffness/amortization range
S/R/M 6
between 0-1500Hz
Vibratory isolation of body and
S/R/M 7
bogie
Optimization of the distribution of
heavy component and their
S/R/M 8
suspensions (number, stiffness and
amortization)
Optimization of body’s
characteristics: inertia, stiffness
S/R/M 9
and amortization (materials, form,
assembly…)
Jerk S/R/M 10
NMV S/R/M 11
Parasite vibrations S/R/M 12
Crossing trains, effects of pressure
wave and distance from center to Measure the difference between two pressure pics. Difference shall be
S/R/M 13
center of railway (air gap between taken in a period of 4s. It is the maximum accepted.
vehicles)
© 2017 - ALSTOM SA
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8.8. ACOUSTIC
8.8.1. DEFINITION OF ACOUSTIC COMFORT
Sounds coming from environment are transmitted to human thanks to ear. This organ is in part
composed of the inner ear which is responsible of the hearing but also of the good balance of
people.
Sound is caused by a vibratory motion of air due to a suite of fluctuations of pressure around the
atmospheric pressure. Uncontrolled sound pressure can lead to physical damage as tinnitus or
hyperacusis. Fluctuation per second are calculated, this frequency is measured in Hertz (Hz).
Healthy people are able to hear noise between 16 and 16000 Hz, but people suffering of lesion are
not capable of distinguish every sound. So it is essential to consider acoustic because it will directly
impact feeling of passenger, his comfort and moreover his health. The acoustic comfort can be
defined as the absence of noise causing an undesirable auditory feeling which is called “noise
annoyance”. This annoyance is also linked to the passenger, his age, his noise sensitivity, his place
in the train.
8.8.2. COMPONENTS OF ACOUSTIC COMFORT
Noises produced and transmitted by a train can be unpleasant if there are not controlled and
systematic, but the greater impacts are felt outside when the train reached his high speed (metro
or main Line). Nevertheless the passenger is concerned by different acoustic perturbations in his
travel (walk on the platform, boarding, travel in constant speed, acceleration phases, deceleration
phases…)
Furthermore acceleration and deceleration phases represent a really short time in the entire travel,
there have also no really impact on acoustic comfort.
Onboard noises are limited and minimize thanks to structure and sound insulation. But some
residual sound can be heard by passenger, structure borne and air borne sound.
First one is caused by vibration of equipment and depends on:
• Equipment main vibrational source
• Equipment mass balancing
• Equipment installation
• Silent blocks performances
• Train structure
• Interiors and room acoustics inside the train
© 2017 - ALSTOM SA
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Structure borne noise is concentrated at low frequencies; specification of maximum structure borne
contributions is in bands from 31.5 Hz to 1 kHz.
Air borne noise is the transmission of vibrations through the air. It is measured in loudness (decibels
(dB)) and frequency (Hertz (Hz)). Both can be sometimes linked if a structural vibration radiates
from a surface and generates air-bone sound. Air borne noise represented the main part of the
total noise. However, as the airborne noise has decreased, the structure-borne contribution has
remained generally untreated, becoming in several cases as important as the airborne one.
Therefore, the next continuous acoustical improvement is a balanced enhancement of the airborne
and structure-borne noise paths.
The sound measure are performed through microphone and care shall be taken to ensure that the
noise from other sources (for example other vehicles or industrial plants) does not influence
significantly the measurements.
It is also important to notice that noise is not equivalent in the whole train. In fact gangway doors,
entry doors, intermediates doors and windows are responsible of noise but not distributed equally
on the diagram. Different travel areas have to be taken into account. Compartment (center and
end) and Vestibule must be distinguish and the speed constant. For suburban the cruise speed is
80km/h, for interurban it is 120km/h and 250 for main Line. In fact, depending on speed, the noise
is not the same. At low speed (around 60km/h) noise of the track is due to technical equipment
(air conditioning, electric converter). In the contrary, noise is mainly due to rolling when the speed
exceeds 60km/h.
Finally annoying sound can be produced when the train breaks. A squealing can be heard,
especially at low speed and causing a real discomfort.
The value to be taking into account in the radar is the A-weighted equivalent continuous sound
pressure level defined as bellow:
𝟏 𝐓 𝐏𝐀 ²
LpAeqT= 𝟏𝟎 𝐥𝐠( 𝐓 ∫𝟎 (𝐭)𝐝𝐭) dB
𝐏𝟎 ²
Where: LpAeqT is the A-weighted equivalent continuous sound pressure level in dB;
T is the measurement time interval in s;
PA (t) is the A-weighted instantaneous sound pressure in Pa;
P0 is the reference sound pressure; P0 = 20µPa
Level of comfort and sound limit can be defined with this value.
• Diagram of the whole train

• Acoustic values for different travel zone and speeds
© 2017 - ALSTOM SA
  
Technical
Field
Constant max speed, LpAeqT

1 dB(A)
Compartment
(center) internal Stand still, full cooling LpAeqT
2 dB(A)
noise (dB(A)) (on
track ISO 3381) Acceleration (0 --> 30 km/h), LpAeqT
3 dB(A)

4 dB(A)
Compartment (end)
internal noise Stand still, full cooling LpAeqT
5 dB(A)
(dB(A)) (on track ISO
3381) Acceleration (0 --> 30 km/h), LpAeqT
6 dB(A)

7 dB(A)
Vetibule internal Stand still, full cooling LpAeqT
noise (on track ISO 8 dB(A)
Acoustic 3381)
Acceleration (0 --> 30 km/h), LpAeqT
9 dB(A)
Constant max speed LpAeqT

10 Dimensionless
Tonality according to Stand still, full cooling LpAeqT
ISO 1996 - 2 Annex D 11 Dimensionless
(on track ISO 3381)
Acceleration (0 --> 30 km/h) LpAeqT
12 Dimensionless
Acoustic discomfort level

13 Dimensionless
Psycho-acoustic
comfort Squeak & Rattle Seats
14 Dimensionless
train stationary in station

External noise 15 dB(A)
Quality of acoustic STIPA level of spoken information

16 Dimensionless
announcement
© 2017 - ALSTOM SA
  

Applicable
Area
Constant max speed,
R/M 1 Measurement made at a height of 1,6m above floor level
LpAeqT
Stand still, full cooling
LpAeqT
Acceleration (0 --> 30
km/h), LpAeqT
Constant max speed,
LpAeqT
LpAeqT
km/h), LpAeqT
Constant max speed,
S/R/M 7 Measurement made at a height of 1,6m above floor level
LpAeqT
LpAeqT
km/h), LpAeqT
Constant max speed LpAeqT S/R/M 10 Measurement made at a height of 1,6m above floor level
LpAeqT
km/h), LpAeqT
A minimum of 20 people has to be in the panel. The test
Acoustic discomfort level R/M 13
method to follow is described in ISO 16832
Squeak & Rattle Seats 14 Use Alstom tool
During a time of T=30s at a distance of 1m from the track
train stationary in station S/R/M 15
and at a height of 1,2 to 3,5m above rail level
STIPA level of spoken
S/R/M 16 Use Alstom tool
information
© 2017 - ALSTOM SA
  
8.9. SANITARY ASPECTS

8.9.1. DEFINITION OF COMFORT LINKED TO SANITARY ASPECTS
Comfort touches directly the life quality, in which the health is an essential part. Thus sanitary
aspects, which are relating to the public health and should guarantee the health and safety, are
considered as a technical field. Conditions of cleanliness and hygiene are contributing factors to
comfort and allow appreciating the travel environment.
Sanitary comfort is all aspects which have to be maintained by the constructor in order to prevent
the passengers to be exposed to risks that may cause health trouble.
8.9.2. COMPONENT OF SANITARY ASPECTS
In the contrary to other technical fields, comfort linked to sanitary aspects must be respected,
without any exemption. In fact not only comfort is in game, but health also. The nonconformity to
standards is a warning signal not to be discussed.
The different phases of the travel allow establishing criteria. First of all, smoke emitted by
combustion engine, and inhale on platform, should be in agreement with standard and quality
requirements with regard to pollutant concentration. It is the same for the train interior air which
should renewed because human breathing conducts to a reduction of O2 level and an increase of
CO2. Installation of fans with gravimetric filter limits the pollution and ensures the air quality in
compartments.
Water quality is also a major issue. If in some cases, the operator wants to provide drinking water
(example of DB); he should guarantees hygienic conditions in time by actions on equipment and
maintenance. Furthermore, even if the water is no drinkable, it should not be a medium of virus
and bacteria transmission. For example, in France pipes are made of copper, a bactericide material
and washed with acid solutions.
Materials and maintenance product are also controlled since they can emit toxic gases in certain
condition of use.
Finally if a catering is available, it should respect sanity rules as cold chain, cleaning and
sanitization of kitchen.
© 2017 - ALSTOM SA
  
• Diagrams
• Reference Solution of used materials
• Results of characterization test for air and water quality
Technical
Thematic Criteria Units Applicable Area
Field
Concentration of ozone 1 µg/m³ S/M/R
Concentration of nitrogen dioxide 2 µg/m³ S/M/R

Exhaust gas Concentration of Sulphur dioxide 3 µg/m³ S/M/R
Concentration of carbon monoxide 4 mg/m³ S/M/R
Concentration of carbon dioxide 5 ppm S/M/R
Dust and Dirt filtration system 6 mm S/M/R
Ventilation systems designed to prevent or
7 Dimensionless S/M/R
minimize the accumulation of flammable dust
Ventilation has a smoke exhaust activated
8 Dimensionless S/M/R
automatically
Air Quality Inside Concentration of carbon dioxide 9 ppm S/M/R
Concentration of solid particles 10 mg/m³ S/M/R
Humidity 11 % S/M/R
Sanitary
New air debit 12 m³/h/passenger S/M/R
Aspects
Drinking water available 13 Dimensionless

R/M
Drinking water tanks and water tanks different 14 Dimensionless R/M
Drinking water tanks protected from outside
15 Dimensionless R/M
pollutions and contamination
System to prevent water going backwards 16 Dimensionless R/M
Water Quality
Material used in water system resistant to mold 17 Dimensionless R/M
Use material in water system inert with water 18 Dimensionless R/M

Principle of maintenance in order to keep
equipment clean
Drainage system of tanks to empty completely
the water
Immunity of the vehicle for low frequencies 21 V/m S/R/M
Magnetic waves
Immunity of the vehicle for high frequencies 22 V/m S/R/M
© 2017 - ALSTOM SA
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Thematic Criteria Units Applicable Area Thematic

R/M
Own ventilation system 23 Dimensionless
Toilets Icon to prevent non drinkable water 24 Dimensionless R/M
Soap or hands sanitizers available 25 Dimensionless R/M
Materials should not emit toxic fumes in case of
26 Dimensionless S/R/M
combustion
Auto cleaning Materials 27 Dimensionless R/M
Materials
Materials conformed to REACH 28 Dimensionless S/R/M
Cleaning products don’t emit toxic gases 29 Dimensionless S/R/M
Fumes detection systems 30 Dimensionless S/R/M
Clear separation of waste and food in catering
compartment
Travel areas
Adequate food storage temperature 32 °C R/M
Maintenance and disinfection of compartments 33 Dimensionless R/M
© 2017 - ALSTOM SA
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8.10. SERVICES ON BOARD

8.10.1. DEFINITION OF COMFORT LINKED TO SERVICES ON BOARD
Travelers (including PRM) should have the possibility to choose his travel conditions, with or
without reservation, day or night travel, with or without connections and with complementary
conditions to connect to other means of transportation.
Organization of inboard services is also a fundamental point of diagram production. On board

services means the organization of services inside the train (catering, toilets, information,
luggage…). Services beyond the station are not yet included in radars.
In this technical field we can also consider services addressed to keep or create a “family”, work
atmosphere in order to respect traveler’s wishes. In family zone we can for example consider nurse
area.
Toilets are a necessity for travelers and require a lot of equipment to ensure the comfort (paper,
washbasin…) and have to follow the requirements for health and safety.
Accessibility to PRM is also a service but dealt for its major part in accessibility.
All these aspects are linked to the kind of travel. Indeed Alstom is able to propose solutions for all
lines, but needs and expectations are not identic. The majority of services proposed are for Regional
or Main Line, in fact for long travel. The higher level of comfort is searched, the more services will
be proposed.
• Diagrams
• Services
© 2017 - ALSTOM SA
  
Technical
Thematic Criteria Units Applicable Area
Field
One toilet for 40 seated passengers 1 Dimensionless

R/M
PRM’s WC in train available 2 Dimensionless R/M
toilet occupation information sign visible from the
3 Dimensionless R/M
seat
Exterior of the universal toilet door marked with a
4 Dimensionless R/M
sign
Presence of at least two call for aid devices in
5 Dimensionless R/M
universal toilet
Toilets visual and tactile indication for toilet door locking
6 Dimensionless R/M
outside the WC
control devices (door, toilet flush, hand dryer)
7 Dimensionless R/M
contrast with surroundings (color and touch)
toilet seat and lid contrast with surroundings 8 Dimensionless R/M
visual and tactile indication for toilet door locking
Service on 9 Dimensionless R/M
inside the WC
Board E at 1500mm (noising washstand) 10 Dimensionless R/M
waterproofness of the toilet cubicle 11 Dimensionless R/M
Baby area (nappy changing table) 12 Dimensionless R/M
Service of catering available in train 13 Dimensionless R/M
Bar
Catering service in place available 14 Dimensionless R/M
R/M
Wifi 15 Dimensionless
Family zone 16 Dimensionless R/M
Other services Work zone 17 Dimensionless R/M
power points for low-power electrical goods 18 Dimensionless R/M

Travel indications (speed, delay…) 19 Dimensionless S/R/M
E-ticket (electronic payment, digital ticket…) 20 Dimensionless R/M
Smartphone application 21 Dimensionless S/R/M
© 2017 - ALSTOM SA
  
9. PC EVAL USER GUIDE

Please find PC Eval tool following this link:
\\SRSDC107184X011\hq01pas\Global_Engineering\Train Design\03_Metier
Support\07_Global Comfort\01_Reference Document\TEM-GC-
0008_Passenger Comfort - PCEval_Rev2.1.xlsm
First step is to launch the program. An Excel sheet, called Menu is opening. The process to make
a calculation and an evaluation is intuitive.
You have to fill in the Table which defines your project. Some questions are open as the Project
name, other not.
If it is a forced-choice, closed-ended format, you will have to select between proposals.
• Action is linked to Evaluation or Comparison. Choose Evaluation if you want evaluate
a new train not yet in the data base and obtain its comfort grade. If you want to
calculate your comfort grade and compare it to an Alstom reference, choose
comparison.
• The Phase corresponds to Tender, Project or in circulation. Currently there are no
differences between the different solutions.
• Product Line is the most important choice. If you have to study Suburban (ex: MP14),
Regional (ex: Regiolis) or a Mainline (ex: TGV), the standard, the weighting are not
the same, so you grade will be impacted.
• In Geographic Area you have to choose where your product will be or is used. In the
version 2016, you have to choose Europe which take into account European Standard
and also American ones.
When your project is defined, choose

which technical fields you want to
evaluate by ticking the corresponding
box. Of course you can select the 10
Technical Fields. It is depending on your
needs and your available data.
Finally click on Generate Case.
© 2017 - ALSTOM SA
  
A new active sheet is opening with the title corresponding to the project name you gave earlier.
On this sheet a table with 6 columns is generated. Technical Fields is depending on your choices.
Thematic and criteria are linked to the Technical Field. Standard objective and comfort objective
are imposed by requirements (European or Alstom) and are here to give you an order of magnitude
of value researched. The case to complete is the last one Project Results Value. Put your figures
to the corresponding criteria. If you don’t know how to measure a value, refer to the associated EI.
Notice that you don’t have to put the unit but use the correct one. When you have finished
completing the table, start your evaluation with the button Evaluation Project. Also start the radar
with the button bellow. You obtain evaluation per criteria, thematic and technical field. Yellow
color on radar corresponds to Standard objective; Grey circle is the grade 1 (maximum).
© 2017 - ALSTOM SA
  
10. MEASUREMENT KIT « SENSORTAG »

Please find Measurement kit tool following this link:
To add
10.1. TOOL DESCRIPTION
The new measurement kit manufactured and developed by Texas Instrument is used, after
adaptation, by Alstom in order to evaluate and measure physical data accessible with the sensors.
The aim of the data recovery is to allow an evaluation of trains in operational phase in terms of
vibrations, acoustic, lighting and climate performances in real passenger conditions of utilization.
That will provide a rough estimation of comfort perceived by passengers for these criteria. The
evaluation obtained will give an estimation of comfort perceived by passengers and has not the
ambition to substitute the results given by experts.
The SensorTag has connectivity support for the following sensors:
- IR Temperature, both object and ambient temperature

- Movement, 9 axis (accelerometer, gyroscope, magnetometer)
- Humidity, both relative humidity and temperature
- Barometer, both pressure and temperature
- Optical, light intensity
All these sensors tools come to complete the subjective and objective evaluations of our products
in the different step of the V cycle. This tool is only usable in commercial phase and not somewhere
else in the V-cycle.
The incurred time of measure is estimated about twenty minutes during the travel time.
Approximately one hour should be allocated to stock data and interpret results.
User will be please to share “Q:\Mechanical Integration\Global

their results in
Comfort\Comfort\Global Comfort\Tool 3-Measurment Kit\Data base - Trains investigation”.
To make a complete evaluation, a questionnaire has been created about few essential comfort
criteria (see Appendix K)
© 2017 - ALSTOM SA
  
10.2. INTERFACE INSTALLATION
The battery is designed to allow 1 year of data acquisition.
Before starting you can check if all sensors work. When you insert the battery, LEDs indicate the
status of the self-test. If all sensors and the external flash pass the self-test, the green LED blinks
5 times with a fast succession. If there is any failure in system, the red LED blinks.
In normal use, after the self-test, the green LED blinks with a frequency of 1 Hz.
The SensorTag is only sensors in a tiny package and also to collect the measures you imperatively
should download and install the interface. In this way, you have to connect your phone or tablet
computer to iOS or Android app. Store. Please note that iOS app is more developed than Android
one.
In App Store, download the software “IT SensorTag” by Texas Instruments (Fig.1).
Figure 1: Window in App. Store
Once it is downloaded, you have to connect SensorTag and your phone (tablet) with Bluetooth.
In Bluetooth devices select the sensor tag and choose “cloud configuration” from the pop up. In
built-in cloud services select “dweet.io because the default app cloud configuration is for IBM
Bluemix.
Then give a thing name for dweet. In fact it is an identification of your machine. As you are using
dweet’s free service, all data measure is viewable and not locks (Fig.2).
© 2017 - ALSTOM SA
  
Figure 2: Window showing the sensor name
Once you have change the default thingname, save it and go back to sensor view page. Ensure
that cloud device is working. It is now ready to be used.
10.3. USE PRINCIPLE
A video summarizing the use is available with the following link: DemoSensorTag.mp4
© 2017 - ALSTOM SA
  
First of all, for dynamic measurements, it is important to notice body-axis references. There are
defined as bellow (Fig. 3)
Figure 1: Body-axis references of the SensorTag
Open the interface after having switch-on the Bluetooth (Fig.4).
Figure 2: Measurement interface
© 2017 - ALSTOM SA
  
It is nowadays not possible to export data upload to cloud. If a post-process is necessary, you
should connect SensorTag to your iOS device and follow next steps:
Inside Sensor View appears all data acquisition in real-time. You select the one you want to
export. For example, if you choose select Acceleration Graph, a pop-up window appears and you
have to select the graph you want to import (Fig.5)
The physical values measure can be linked to criteria in PCEval, thus making a short and concise
evaluation.
The following table permits the correlation between measure and criteria established for
passenger comfort evaluation:
Values in SensorTag Corresponding criteria in PCEval

Light Eav at 800mm (Seating area)
Humidity Humidity
Barometric Pressure NA
Accelerometer Jerk
magnetometer Immunity of the vehicle for low frequencies /
Immunity of the vehicle for high frequencies
Object temperature Windows Surface Temperature Gap / Floor
Surface Temperature Gap
Ambient temperature Tim Mean Interior Temperature
Figure 3: Pop-up window for data exportation
© 2017 - ALSTOM SA
  
A graph appears (Fig.6), on which you can change the type graph selecting the icon on the right
bottom of the screen. When you select the icon on the left side of the bottom, you can send via
email a .csv document and it will contain all data (all data that has been registered since the session
has been started). For a better post-process, you should change the extension to .txt for better
exploitation in Microsoft or Excel.
Figure 4: Export data-Acceleration Graph
© 2017 - ALSTOM SA
  
11. APPENDIX TABLE

APPENDIX A. HABITABILITY CRITERIA FUNCTIONS IN EUROPE AREA ............................. 82
APPENDIX B. ACCESSIBILITY CRITERIA FUNCTIONS IN EUROPE AREA............................ 88
APPENDIX C. PVI CRITERIA FUNCTIONS IN EUROPE AREA .............................................. 94
APPENDIX D. INTERIORS CRITERIA FUNCTIONS IN EUROPE AREA ................................. 99
APPENDIX E. CLIMATE CRITERIA FUNCTIONS IN EUROPE AREA ................................... 102
APPENDIX F. LIGHTNING CRITERIA FUNCTIONS IN EUROPE AREA ............................... 111
APPENDIX G. VIBRATIONS CRITERIA FUNCTIONS IN EUROPE AREA ............................. 117
APPENDIX H. ACCOUSTICS CRITERIA FUNCTIONS IN EUROPE AREA ............................. 120
APPENDIX I. SANITARY ASPECTS CRITERIA FUNCTIONS IN EUROPE AREA ................... 123
APPENDIX J. SERVICES ON BOARD CRITERIA FUNCTIONS IN EUROPE AREA ............... 126
N.B: - Only applicable criteria are represented.

- Yes/No functions are not represented on the document.
- In first version V1 the only area of application is Europe.
© 2017 - ALSTOM SA
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APPENDIX A. Habitability criteria functions in Europe area
EUROPE - Suburban - Habitability

Critère
Critère
Critère
Fonction Fonction Fonction
Comfort function of seat Pitch on line Comfort function of seating comfort rate Comfort function of aisle width
1,2 1,2 1,2
1 1 1
Comfort level
Comfort level
0,8
Comfort level
0,8 0,8
0,6 0,6 0,6
1 5 11
0,4 0,4 0,4
0,2 0,2 0,2
0 0 0
500 600 700 800 900 1000 1100 0 10 20 30 40 50 60 70 80 90 100 350 550 750 950 1150
Seat Pitch on line (in mm) Seating comfort rate (in %) Aisle width (in mm)
Comfort function of seat Pitch face to face Comfort function of window lower eldge Comfort function of room height
1,2
1,2
1,2
1 1
1
Comfort level
Comfort level
0,8 0,8
Comfort level
0,8
0,6 0,6
2 7 0,6 12
0,4 0,4 0,4
0,2 0,2 0,2
0 0 0
1100 1300 1500 1700 1900 2100 580 630 680 730 1700 1900 2100 2300 2500
Seat Pitch face to face (in mm) Window lower eldge height from the floor (in mm) Room height (in mm)
Comfort function of seat width Comfort function total window length / Comfort function of gangway passage width
1,2 total train lenght 1,2
1 1,2 1
1
Comfort level
Comfort level
0,8 0,8
Comfort level
0,8
0,6 0,6
3 9 0,6 14
0,4 0,4 0,4
0,2 0,2 0,2

0 0
0
45 50 55 60 65 70 300 800 1300 1800
350 400 450 500 550 600 650 700
Total window length / Total train lenght (in %) Gangway passage width (in mm)
Seat width (in mm)
Comfort function of Armrest/separator Comfort function of distance between seat Comfort function of gangway height
width backrest and window frame 1,2
1,2 1,2 1
1 1
Comfort level
0,8
Comfort level
Comfort level
0,8 0,8
0,6 0,6
4 0,6 10 15
0,4 0,4
0,4
0,2
0,2 0,2
0
0 0 50 100 150 0
0 10 20 30 40 50 60 70 80 90 100 1700 1900 2100 2300
Distance between seat backrest and window
Armrest/separator width (in mm) frame (in mm) Gangway height (in mm)
© 2017 - ALSTOM SA
  
Critère
EUROPE - Suburban - Habitability
Critère
Critère
Comfort function of window uper eldge Comfort function of minimal step depth
height from the floor 1,2
1,2
1
1
Comfort level
0,8
Comfort level
0,8
0,6
18 0,6 22
0,4
0,4
0,2 0,2
0 0
1800 1850 1900 1950 150 200 250 300 350 400
Window uper eldge height from the floor (in mm) Maximum inner stair angle (in °)
Comfort function of proportion of sloping Comfort function of Number of additional

aisle seats (tip-up seats, bench seat) per acces
area
1,2
1,2
1
Comfort level 1
Comfort level
0,8 0,8
19 0,6 29 0,6
0,4 0,4
0,2
0,2
0
0 0 5 10 15
0 20 40 60 80 100 Number of additional seats (tip-up seats, bench
Proportion of sloping aisle (in %) seat) per acces area
Comfort function of maximum slope

pourcentage
1,2
1
Comfort level
0,8
20 0,6
0,4
0,2
0
0 2,5 5 7,5 10 12,5 15 17,5 20 22,5
Maximum slope pourcentage (in %)
Comfort function of maximum inner stair

angle
1,2
1
Comfort level
0,8
21 0,6
0,4
0,2
0
0 10 20 30 40 50 60 70
Maximum inner stair angle (in °)
© 2017 - ALSTOM SA
  
Critère
EUROPE - Regional - Habitability
Critère
Critère
Comfort function of seat Pitch on line Comfort function of window lower eldge Comfort function of gangway passage width
1,2
1,2
1,2
1 1
1
Comfort level
Comfort level
0,8
Comfort level
0,8 0,8
0,6 0,6 0,6
1 7 14
0,4 0,4
0,4
0,2
0,2 0,2
0
0 550 600 650 700 750 0
500 600 700 800 900 1000 1100 Window lower eldge height from the floor (in 300 500 700 900 1100 1300
Seat Pitch on line (in mm) mm) Gangway passage width (in mm)
Comfort function of seat Pitch face to face Comfort function of total window length / Comfort function of gangway height
1,2
total train lenght
1,2
1,2
1 1
1
Comfort level
0,8
Comfort level
Comfort level 0,8
0,8
0,6 0,6
2 9 0,6 15
0,4 0,4 0,4
0,2 0,2 0,2
0 0 0
1200 1400 1600 1800 2000 2200 45 50 55 60 65 70 75 1700 1900 2100 2300
Seat Pitch face to face (in mm) Total window length / Total train lenght (in %) Gangway height (in mm)
Comfort function of seat width Comfort function of number of window seats Comfort function of room access width
with low visibility / number of window seats
1,2 1,2
1,2
1 1
1
Comfort level
Comfort level
Comfort level
0,8 0,8 0,8
0,6 0,6 0,6

3 10 16
0,4 0,4
0,4
0,2
0,2 0,2
0
0 0 5 10 15 20 25 30 0
350 400 450 500 550 600 650 700 Number of window seats with low visibility / 350 450 550 650 750 850 950
Seat width (in mm) Number of window seats (in %) Room access width (in mm)
Comfort function of Armrest/separator Comfort function of aisle clear width Comfort function of room access height
width
1,2 1,2
1,2
1 1
1
Comfort level
Comfort level
0,8 0,8
Comfort level
0,8
0,6 0,6
4 0,6 11 17
0,4 0,4
0,4
0,2 0,2 0,2
0 0 0
0 10 20 30 40 50 60 70 80 90 100 110 350 550 750 950 1750 1850 1950 2050 2150
Armrest/separator width (in mm) Aisle clear width (in mm) Room access height (in mm)
Comfort function of Seats area/total floor Comfort function of room height Comfort function of window uper eldge
area 1,2 height from the floor
1,2 1,2
1
1 1
Comfort level
0,8
Comfort level
Comfort level
0,8 0,8
0,6 0,6
6 0,6 12 18
0,4 0,4
0,4
0,2
0,2 0,2
0
0 0 1250 1350 1450 1550
0 10 20 30 40 50 60 70 80 90 100 1700 1900 2100 2300 2500 Window uper eldge height from the floor (in
Seats area/total floor area (in %) Room height (in mm) mm)
© 2017 - ALSTOM SA
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© 2017 - ALSTOM SA
  
Critère
EUROPE - Main lines - Habitability
Critère
Critère
Comfort function of window lower eldge Comfort function of gangway passage width
Comfort function of seat Pitch on line
height from the floor 1,2
1,2
1,2
1 1
1
Comfort level
Comfort level
Comfort level
0,8 0,8
0,8
0,6 0,6 0,6
1 7 14
0,4 0,4 0,4
0,2
0,2 0,2
0
0 550 600 650 700 750 0
650 750 850 950 1050 1150 300 500 700 900 1100 1300
Window lower eldge height from the floor (in
Seat Pitch on line (in mm) mm) Gangway passage width (in mm)
Comfort function of seat Pitch face to face Comfort function of total window length / Comfort function of gangway height
1,2
total train lenght 1,2
1,2
1 1
1
Comfort level
Comfort level
0,8 Comfort level 0,8

0,8
0,6 0,6
2 9 0,6 15
0,4 0,4
0,4
0,2 0,2 0,2
0 0 0
1300 1500 1700 1900 2100 2300 30 40 50 60 70 1700 1900 2100 2300
Seat Pitch face to face (in mm) Total window length / Total train lenght (in %) Gangway height (in mm)
Comfort function of seat width Comfort function of number of window seats Comfort function of room access width
with low visibility / number of window seats 1,2
1,2
1,2
1 1
1
Comfort level
0,8
Comfort level
Comfort level
0,8 0,8
0,6 0,6 0,6
3 10 16
0,4 0,4
0,4
0,2
0,2 0,2
0
0 5 10 15 20 25 30 0
0
350 450 550 650 750 850 950
350 400 450 500 550 600 650 700 Number of window seats with low visibility /
Number of window seats (in %) Room access width (in mm)
Seat width (in mm)
Comfort function of Armrest/separator Comfort function of aisle clear width Comfort function of room access height
width 1,2
1,2
1,2
1 1
1
Comfort level
0,8
Comfort level
0,8
Comfort level
0,8
0,6 0,6
4 0,6 11 17
0,4 0,4
0,4
0,2
0,2
0,2
0 0
0
0 10 20 30 40 50 60 70 80 90 100 110 1750 1850 1950 2050 2150
350 550 750 950
Armrest/separator width (in mm) Room access height (in mm)
Aisle clear width (in mm)
Comfort function of Seats area/total floor Comfort function of room height Comfort function of window uper eldge
area 1,2 height from the floor
1,2 1,2
1
1 1
Comfort level
Comfort level
0,8
Comfort level
0,8 0,8
0,6 0,6
6 0,6 12 18
0,4 0,4
0,4
0,2
0,2 0,2
0
0 0 1250 1350 1450 1550
0 10 20 30 40 50 60 70 80 90 100 1700 1900 2100 2300 2500 Window uper eldge height from the floor (in
Seats area/total floor area (in %) Room height (in mm) mm)
© 2017 - ALSTOM SA
  
Critère
EUROPE - Main lines - Habitability
Critère
Critère
Comfort function of proportion of sloping Comfort function of number of additional

aisle seats per acces area
1,2 1,2
1 1
Comfort level
Comfort level
0,8 0,8
0,6 0,6
19 29
0,4 0,4
0,2 0,2
0 0
0 20 40 60 80 0 2 4 6 8 10 12
Proportion of sloping aisle (in %) Number of additional seats per acces area
Comfort function of maximum slope Comfort function of minimal luggage

pourcentage storage volume per seat
1,2 1,2
1 1
Comfort level
Comfort level
0,8 0,8
0,6 0,6
20 31
0,4
0,4
0,2
0,2
0
0 0 20 40
0 2,5 5 7,5 10 12,5 15 17,5 20 22,5
Minimal luggage storage volume per seat (in
Maximum slope pourcentage (in %) dm3)
Comfort function of maximum inner stair

angle
1,2
1
Comfort level
0,8
21 0,6
0,4
0,2
0
0 10 20 30 40 50 60 70
Maximum inner stair angle (in °)
Comfort function of minimal step depth

1,2
1
Comfort level
0,8
0,6
22
0,4
0,2
0
150 200 250 300 350 400
Minimal step depth (in mm)
Comfort function of ratio longitudinal

orientated seats/total nb of seats
1,2
1
Comfort level
0,8
0,6
27 0,4
0,2
0
0 5 10 15 20 25 30
ratio longitudinal orientated seats/total nb of
seats (in %)
© 2017 - ALSTOM SA
  
APPENDIX B. Accessibility criteria functions in Europe Area
EUROPE - Suburban - Accessibility

Critère
Critère
Critère
1,2 1,2 1,2

1 1 1
Comfort level
0,8 0,8
Comfort level
Comfort level
0,8
0,6 0,6
0,6
1 6 0,4 14
0,4 0,4
0,2
0,2 0,2
0
0 1 1,2 1,4 1,6 1,8 2 0
40 60 80 100 120 140 160 180 200 100% boarding time for each person per Passage 1820 1840 1860 1880 1900 1920
Evacuation time with nominal loading (in sec) Unit (in sec/PU) Minimal vertical clearway height (in mm)
1,2 1,2 1,2
1 1 1
Comfort level
0,8 Comfort level
Comfort level
0,8 0,8
0,6 0,6 0,6
2 0,4 7 0,4 19 0,4
0,2 0,2 0,2
0 0 0
100 150 200 250 1 1,2 1,4 1,6 1,8 2 100 200 300 400
100% boarding time with nominal loading 50% dwelling time for each person per Passage Maximal horizontal gap with track bend radius
(in sec) Unit (in sec/PU) 300m (in mm)
1,2 1,2 1,2
1 1 1
Comfort level
Comfort level
Comfort level
0,8 0,8 0,8
0,6 0,6 0,6
3 0,4 8 0,4 20 0,4
0,2 0,2 0,2
0 0 0
50 70 90 110 130 1 1,2 1,4 1,6 1,8 2 50 100 150 200 250 300
50% dwelling time with nominal loading (in 25% dwelling time for each person per Passage Maximal vertical gap with track bend radius
sec) Unit (in sec/PU) 300m (in mm)
1,2 1,2
1,2
1 1 1
0,8
Comfort level
0,8
Comfort level
0,8
Comfort level
0,6 0,6 0,6
4 12 0,4 21 0,4
0,4
0,2 0,2 0,2
0 0 0
0 20 40 60 80 100 20 30 40 50 0 2 4 6 8
25% dwelling time with nominal loading (in sec) total capacity/opening lenght (in passenger/m) Number of access steps
1,2 1,2 1,2
1 1 1
Comfort level
0,8
Comfort level
0,8
Comfort level
0,8
0,6 0,6
0,6
5 0,4 13 22
0,4 0,4
0,2
0,2 0,2
0
0,5 1 1,5 2 0 0
600 800 1000 1200 1400 180 200 220 240 260 280
Evacuation time for each person per Passage Unit
(in sec/PU) Minimal doorway width (in mm) Access steps height (in mm)
© 2017 - ALSTOM SA
  
Critère
EUROPE - Suburban - Accessibility
Critère
Critère
1,2
0,8
Comfort level
0,6
23 0,4
0,2
0
100 150 200 250 300
Access steps depth (in mm)
1,2
1
Comfort level
0,8
0,6
24 0,4
0,2
0
35 45 55 65
Stair angle (in °)
© 2017 - ALSTOM SA
  
Critère
EUROPE - Regional - Accessibility
Critère
Critère
1,2 1,2 1,2
1 1 1
Comfort level
0,8
Comfort level
0,8
Comfort level
0,8
0,6
0,6 0,6
0,4
1 0,4 6 14 0,4
0,2
0,2 0,2
0
0 1 1,5 2 0
100 120 140 160 180 200 1820 1840 1860 1880 1900 1920
100% boarding time for each person per Passage
Evacuation time with nominal loading (in sec) Unit (in sec/PU) Minimal vertical clearway height (in mm)
1,2 1,2 1,2
1 1 1
Comfort level
Comfort level
0,8
Comfort level
0,8 0,8
0,6 0,6 0,6
0,4 0,4 0,4

2 7 19
0,2 0,2 0,2
0 0
0
150 200 250 300 350 400 1 1,5 2 100 200 300 400
1,2 1,2 1,2
1 1 1
Comfort level
Comfort level
Comfort level
0,8 0,8 0,8
0,6 0,6 0,6

0,4 0,4 0,4
3 8 20
0,2 0,2 0,2
0 0 0
100 150 200 250 1 1,2 1,4 1,6 1,8 2 50 100 150 200 250 300
1,2 1,2 1,2
1 1 1
0,8
Comfort level
0,8
Comfort level
0,8
Comfort level
0,6 0,6 0,6

4 0,4 12 0,4 21
0,4
0,2 0,2 0,2
0 0 0
30 50 70 90 20 30 40 50 60 0 2 4 6 8
1,2 1,2 1,2
1 1 1
Comfort level
0,8
Comfort level
0,8
Comfort level
0,8
0,6
0,6 0,6
0,4
5 13 0,4 22 0,4
0,2
0,2 0,2
0
1 1,2 1,4 1,6 1,8 2 0 0
Evacuation time for each person per Passage 600 800 1000 1200 1400 180 200 220 240 260 280
Unit (in sec/PU) Minimal doorway width (in mm) Access steps height (in mm)
© 2017 - ALSTOM SA
  
Critère
EUROPE - Regional - Accessibility
Critère
Critère
1,2
0,8
Comfort level
0,6
23
0,4
0,2
0
100 150 200 250 300
1,2
1
Comfort level
0,8
0,6
24 0,4
0,2
0
35 45 55 65
Stair angle (in °)
© 2017 - ALSTOM SA
  
Critère
EUROPE - Main lines - Accessibility
Critère
Critère
1,2 1,2
1,2
1
1
1
Comfort level
0,8
0,8
Comfort level
Comfort level
0,8
0,6
0,6 0,6
0,4
1 6 14
0,4 0,4
0,2
0,2 0,2
0
0 1 1,5 2
0
160 170 180 190 200 100% boarding time for each person per Passage 1820 1840 1860 1880 1900 1920
Unit (in sec/PU)
Evacuation time with nominal loading (in sec) Minimal vertical clearway height (in mm)
1,2 1,2
1,2
1 1 1
Comfort level
Comfort level
Comfort level
0,8 0,8 0,8
0,6 0,6 0,6
0,4 0,4 0,4

2 7 19
0,2 0,2 0,2
0 0 0
250 350 450 550 650 1 1,5 2 100 200 300 400
1,2 1,2 1,2
1 1 1
Comfort level
Comfort level
Comfort level
0,8 0,8 0,8
0,6 0,6 0,6

0,4 0,4 0,4
3 8 20
0,2 0,2 0,2
0 0 0
100 150 200 250 1 1,2 1,4 1,6 1,8 2 50 100 150 200 250 300
1,2 1,2 1,2

1 1 1
Comfort level
0,8
Comfort level
0,8 0,8
Comfort level
0,6 0,6 0,6

4 0,4 12 0,4
21
0,4
0,2 0,2 0,2
0 0 0
40 60 80 100 120 140 40 50 60 70 0 2 4 6 8
1,2 1,2 1,2

1 1 1
Comfort level
0,8
0,8
Comfort level
Comfort level
0,8
0,6
0,6 0,6
0,4
5 13 0,4
22
0,4
0,2
0,2 0,2
0
1 1,2 1,4 1,6 1,8 2 0 0
Evacuation time for each person per Passage 650 700 750 800 850 900 180 200 220 240 260 280
Unit (in sec/PU) Minimal doorway width (in mm) Access steps height (in mm)
© 2017 - ALSTOM SA
  
Critère
EUROPE - Main lines - Accessibility
Critère
Critère
1,2
0,8
Comfort level
0,6
23 0,4
0,2
0
100 150 200 250 300
1,2
1
Comfort level
0,8
0,6
24 0,4
0,2
0
35 45 55 65
Stair angle (in °)
© 2017 - ALSTOM SA
  
APPENDIX C. PVI criteria functions in Europe Area

EUROPE - Suburban - PVI
Critère
Critère
Critère
Comfort function of Readability of the car Comfort function of Maximum height of the Comfort function of Clearance for hand
1,2
step 1,2
1,2
1 1
1
Comfort level
Comfort level
0,8 0,8
Comfort level
0,8
0,6 0,6
1 5 0,6 22
0,4 0,4 0,4
0,2 0,2 0,2
0 0 0
0 20 40 60 80 100 120 0 50 100 150 200 60 70 80 90 100 110
Size of writting (in mm) Height (in mm) space (in mm)
Comfort function of Doors Command Comfort function of Evalseat tool grade Comfort function of Visibility of Information
localization 1,2 for every passenger
1,2 1,2
1
1 1
Comfort level
0,8
Comfort level
Comfort level
0,8 0,8
0,6
2 0,6 6 25 0,6
0,4 0,4
0,4
0,2 0,2 0,2
0 0 0
1200 1400 1600 1800 -1 -0,5 0 0,5 1 10 30 50 70 90
Height (in mm) Numerical value (dimensionless) %
Comfort function of Doors Command actuation Comfort function of Maximal pressure needed Comfort function of Readability of visual
1,2
for doors control devices information
1,2 1,2
1
1 1
Comfort level
0,8
Comfort level
0,8 Comfort level 0,8

0,6
3 20 0,6 26 0,6
0,4 0,4 0,4
0,2 0,2 0,2
0 0 0
4,5 6,5 8,5 10,5 12,5 14,5 4,5 6,5 8,5 10,5 12,5 14,5 20 40 60 80 100
Strength (in N) Strength (in N) Writting size (in mm)
Comfort function of Handle height Comfort function of Ergonomic studies of

1,2
handle
1,2
1
1
Comfort level
0,8
Comfort level
0,8
0,6
4 21 0,6
0,4 0,4
0,2 0,2
0 0
1050 1150 1250 1350 1450 1550 5 15 25 35 45 55 65
Height (in mm) diametre (in mm)
© 2017 - ALSTOM SA
  
Critère
EUROPE - Regional - PVI
Critère
Critère
Comfort function of Readability of the car Comfort function of Maximum height of the Comfort function of Maximal pressure needed
1,2
step for footrest adjustment
1,2 1,2
1
1 1
Comfort level
0,8
Comfort level
Comfort level
0,8 0,8
0,6
1 5 0,6 11 0,6
0,4 0,4 0,4
0,2 0,2 0,2
0 0 0
0 20 40 60 80 100 120 0 50 100 150 200 4,5 6,5 8,5 10,5 12,5 14,5
Size of writting (in mm) Height (in mm) Strength (in N)
Comfort function of Doors Command Comfort function of Evalseat tool grade Comfort function of Dustbin volume
localization 1,2 1,2
1,2
1 1
1
Comfort level
Comfort level
0,8 0,8
Comfort level
0,8
0,6 0,6
2 0,6 6 18
0,4 0,4 0,4
0,2 0,2 0,2
0 0 0
1200 1400 1600 1800 -1 -0,5 0 0,5 1 0 500 1000 1500
Height (in mm) Numerical value (dimensionless) Volume (in cm³)
Comfort function of Doors Command actuation Comfort function of Maximal pressure needed Comfort function of localization and
1,2 for seat adjustment readability of the place
1,2 1,2
1
1 1
Comfort level
0,8
Comfort level
Comfort level
0,8 0,8
0,6
3 9 0,6 19 0,6
0,4 0,4
0,4
0,2 0,2 0,2
0 0 0
4,5 6,5 8,5 10,5 12,5 14,5 4,5 6,5 8,5 10,5 12,5 14,5 0 5 10 15 20 25
Strength (in N) Strength (in N) Size of writting (in mm)
Comfort function of Handle height Comfort function of Maximal pressure needed Comfort function of Maximal pressure needed
for backrest adjustment for doors control devices
1,2
1,2 1,2
1
1 1
Comfort level
0,8
Comfort level
Comfort level
0,8 0,8
0,6
4 10 0,6 20 0,6
0,4 0,4 0,4
0,2 0,2 0,2
0 0 0
1050 1150 1250 1350 1450 1550 4,5 6,5 8,5 10,5 12,5 14,5 4,5 6,5 8,5 10,5 12,5 14,5
Height (in mm) Strength (in N) Strength (in N)
© 2017 - ALSTOM SA
  
Critère
EUROPE - Regional - PVI
Critère
Critère
Comfort function of Ergonomic studies of Comfort function of Readability of visual

handle information
1,2 1,2
1 1
Comfort level
Comfort level
0,8 0,8
21 0,6 26 0,6
0,4 0,4
0,2 0,2
0 0
5 15 25 35 45 55 65 20 40 60 80 100
diametre (in mm) Writting size (in mm)
Comfort function of Clearance for hand

1,2
1
Comfort level
0,8
0,6
22
0,4
0,2
0
60 70 80 90 100 110
space (in mm)
Comfort function of Accessibility of Luggage

storage
1,2
1
Comfort level
0,8
24 0,6
0,4
0,2
0
0 500 1000 1500 2000
Height (in mm)
Comfort function of Visibility of Information

for every passenger
1,2
1
Comfort level
0,8
25 0,6
0,4
0,2
0
10 30 50 70 90
%
© 2017 - ALSTOM SA
  
Critère
EUROPE - Main Line - PVI
Critère
Critère
Comfort function of Readability of the car Comfort function of Maximum height of the Comfort function of Maximal pressure needed
1,2
step for footrest adjustment
1,2 1,2
1
1 1
Comfort level
0,8
Comfort level
Comfort level
0,8 0,8
0,6
1 5 0,6 11 0,6
0,4 0,4 0,4
0,2 0,2 0,2
0 0 0
0 20 40 60 80 100 120 0 50 100 150 200 4,5 6,5 8,5 10,5 12,5 14,5
Size of writting (in mm) Height (in mm) Strength (in N)
Comfort function of Doors Command Comfort function of Evalseat tool grade Comfort function of Dustbin volume
localization 1,2 1,2
1,2
1 1
1
Comfort level
Comfort level 0,8 0,8
Comfort level
0,8
0,6 0,6
2 0,6 6 18
0,4 0,4
0,4
0,2 0,2 0,2
0 0 0
1200 1400 1600 1800 -1 -0,5 0 0,5 1 0 500 1000 1500
Height (in mm) Numerical value (dimensionless) Volume (in cm³)
Comfort function of Doors Command actuation Comfort function of Maximal pressure needed Comfort function of localization and
1,2 for seat adjustment readability of the place
1,2 1,2
1
1 1
Comfort level
0,8
Comfort level
Comfort level
0,8 0,8
0,6
3 9 0,6 19 0,6
0,4
0,4 0,4
0,2 0,2 0,2
0 0 0
4,5 6,5 8,5 10,5 12,5 14,5 4,5 6,5 8,5 10,5 12,5 14,5 0 5 10 15 20 25
Strength (in N) Strength (in N) Size of writting (in mm)
Comfort function of Handle height Comfort function of Maximal pressure needed Comfort function of Maximal pressure needed
1,2 for backrest adjustment for doors control devices
1,2 1,2
1
1 1
Comfort level
0,8
Comfort level
Comfort level
0,8 0,8
0,6
4 10 0,6 20 0,6
0,4
0,4 0,4
0,2 0,2 0,2
0 0 0
1050 1150 1250 1350 1450 1550 4,5 6,5 8,5 10,5 12,5 14,5 4,5 6,5 8,5 10,5 12,5 14,5
Height (in mm) Strength (in N) Strength (in N)
© 2017 - ALSTOM SA
  
Critère
EUROPE - Main Line - PVI
Critère
Critère
Comfort function of Ergonomic studies of Comfort function of Readability of visual

handle information
1,2 1,2
1 1
Comfort level
Comfort level
0,8 0,8
21 0,6 26 0,6
0,4 0,4
0,2 0,2
0 0
5 15 25 35 45 55 65 20 40 60 80 100
diametre (in mm) Writting size (in mm)
Comfort function of Clearance for hand

1,2
1
Comfort level
0,8
0,6
22
0,4
0,2
0
60 70 80 90 100 110
space (in mm)
Comfort function of Accessibility of Luggage

storage
1,2
1
Comfort level
0,8
24 0,6
0,4
0,2
0
0 500 1000 1500 2000
Height (in mm)
Comfort function of Visibility of Information

for every passenger
1,2
1
Comfort level
0,8
25 0,6
0,4
0,2
0
10 30 50 70 90
%
© 2017 - ALSTOM SA
  
APPENDIX D. Interiors criteria functions in Europe Area

EUROPE - Suburban - Interiors
Critère
Critère
Critère
Comfort function of Platform enlightened by

the train all along the platform
1,2
0,8
Comfort level
1 0,6
0,4
0,2
0
0 0,5 1 1,5 2 2,5 3
-0,2
distance in meter (in m)
Comfort function of Smooth floor

1,2
0,8
Comfort level
0,6
19
0,4
0,2
0
0 1 2 3 4 5 6
-0,2
Height (in mm)
© 2017 - ALSTOM SA
  
Critère
EUROPE - Regional - Interiors
Critère
Critère

1,2
0,8
Comfort level
1 0,6
0,4
0,2
0
0 0,5 1 1,5 2 2,5 3
-0,2

1,2
0,8
Comfort level
0,6
19
0,4
0,2
0
0 1 2 3 4 5 6
-0,2
Height (in mm)
Comfort function of Volume available per

passenger
1,2
0,8
Comfort level
37 0,6
0,4
0,2
0
0 200 400 600 800 1000 1200
-0,2
volume (cm²)
© 2017 - ALSTOM SA
  
Critère
EUROPE -Main Line - Interiors
Critère
Critère

1,2
0,8
Comfort level
1 0,6
0,4
0,2
0
0 0,5 1 1,5 2 2,5 3
-0,2

1,2
0,8
Comfort level
0,6
19
0,4
0,2
0
0 1 2 3 4 5 6
-0,2
Height (in mm)
Comfort function of Volume available per

passenger
1,2
0,8
Comfort level
37 0,6
0,4
0,2
0
0 200 400 600 800 1000 1200
-0,2
volume (cm²)
© 2017 - ALSTOM SA
  
APPENDIX E. Climate criteria functions in Europe Area

EUROPE - Suburban - Climate control
Critère
Critère
Critère
Comfort function of Tim Mean Interior Comfort function of Tim Mean Interior Comfort function of Tim Mean Interior
Temperature Temperature Temperature Toilets
1,2 1,2 1,2
1 1 1
Comfort level
Comfort level
Comfort level
0,8 0,8 0,8
1 0,6 5 0,6 9 0,6

0,4 0,4 0,4
0,2 0,2 0,2
0 0 0
15 17 19 21 23 15 17 19 21 23 15 20 25
Temperature (°C) Temperature (°C) Temperature (°C)
Comfort function of Vertical Temperature Comfort function of Vertical Temperature Comfort function of Tim Mean Interior
gradient gradient Temperature Nursery
1,2 1,2 1,2
1 1 1
Comfort level
Comfort level
Comfort level
0,8 0,8 0,8
2 0,6 6 0,6 10 0,6

0,4 0,4 0,4
0,2 0,2 0,2
0 0 0
2 7 12 2 7 12 15 20 25
Comfort function of Horizontal temperature Comfort function of Horizontal temperature Comfort function of Vertical Temperature
gradient (Section) Vestibule gradient (Section) Compartment gradient Vestibule
1,2 1,2 1,2
1 1 1
Comfort level
Comfort level
Comfort level
0,8 0,8 0,8
3 0,6 7 0,6 12 0,6

0,4 0,4 0,4
0,2 0,2 0,2
0 0 0
2 7 12 2 7 12 2 7 12
Comfort function of Air speed value Vestibule Comfort function of Air speed value Comfort function of Horizontal temperature
1,2
Compartment gradient (Section) Vestibule
1,2 1,2
1
1 1
Comfort level
0,8
Comfort level
Comfort level
0,8 0,8
0,6
4 8 0,6 13 0,6
0,4 0,4 0,4
0,2 0,2 0,2
0 0 0
0 0,1 0,2 0,3 0,4 0 0,1 0,2 0,3 0,4 2 7 12
speed (m/s) Speed(m/s) Temperature (°C)
© 2017 - ALSTOM SA
  
Critère
Critère
Critère
Comfort function of Air speed value Vestibule Comfort function of Air speed value Vestibule Comfort function of Floor Surface Temperature
1,2 1,2 Gap
1 1,2
1
1
Comfort level
0,8
Comfort level
0,8
Comfort level
0,8
0,6 0,6
14 18 22 0,6
0,4 0,4
0,4
0,2 0,2 0,2
0 0 0
0 0,1 0,2 0,3 0,4 0 0,1 0,2 0,3 0,4 8 10 12 14
Speed (m/s) Speed (m/s) Temperature (°C)
Comfort function of Tim Mean Interior Comfort function of Tim Mean Interior Comfort function of Diffusor Surface
Temperature Compartment Temperature Toilets Temperature
1,2 1,2 1,2
1 1 1
Comfort level
Comfort level
Comfort level
0,8 0,8 0,8
15 0,6 19 0,6 23 0,6

0,4 0,4 0,4
0,2 0,2 0,2
0 0 0
25 27 29 31 33 35 15 20 25 65 66 67 68 69 70
Comfort function of Vertical Temperature Comfort function of Tim Mean Interior Comfort function of Ventilation Temperature
gradient Compartment Temperature Nursery 1,2
1,2 1,2
1
1 1
Comfort level
0,8
Comfort level
Comfort level
0,8 0,8
0,6 0,6
16 20 0,6 24
0,4 0,4 0,4
0,2 0,2 0,2

0 0 0
2 7 12 15 20 25 10 20 30 40 50
Comfort function of Horizontal temperature Comfort function of Windows Surface Comfort function of humidity level
gradient (Section) Compartment Temperature Gap
1,2
1,2 1,2
1
1 1
Comfort level
Comfort level
0,8
Comfort level
0,8 0,8
0,6 0,6
17 21 0,6 26
0,4 0,4 0,4
0,2 0,2 0,2
0 0 0
2 7 12 12 13 14 15 16 17 40 50 60 70 80 90
Temperature (°C) Temperature (°C)
%
© 2017 - ALSTOM SA
  
Critère
Critère
Critère
Comfort function of Predictive Mean Vote

1,2
1
Comfort level
0,8
0,6
28
0,4
0,2
0
-3 -2 -1 0 1 2 3
Dimensionless
Comfort function of Predicted Percentage

Dissatisfied
1,2
1
Comfort level
0,8
29 0,6
0,4
0,2
0
25 45 65 85
%
© 2017 - ALSTOM SA
  
Critère
EUROPE - Regional - Climate control
Critère
Critère
1,2 1,2 1,2
1 1 1
Comfort level
Comfort level
Comfort level
0,8 0,8 0,8
1 0,6 5 0,6 9 0,6

0,4 0,4 0,4
0,2 0,2 0,2
0 0 0
15 17 19 21 23 15 17 19 21 23 15 20 25
1,2 1,2 1,2
1 1 1
Comfort level
Comfort level
Comfort level
0,8 0,8 0,8
2 0,6 6 0,6 10 0,6

0,4 0,4 0,4
0,2 0,2 0,2
0 0 0
2 7 12 2 7 12 15 20 25
1,2 1,2 1,2
1 1 1
Comfort level
Comfort level
Comfort level
0,8 0,8 0,8
3 0,6 7 0,6 12 0,6

0,4 0,4 0,4
0,2 0,2 0,2
0 0 0
2 7 12 2 7 12 2 7 12
Comfort function of Air speed value Vestibule Comfort function of Air speed value Comfort function of Horizontal temperature
1,2
Compartment gradient (Section) Vestibule
1,2 1,2
1
1 1
Comfort level
0,8
Comfort level
Comfort level
0,8 0,8
0,6
4 8 0,6 13 0,6
0,4 0,4 0,4
0,2 0,2 0,2
0 0 0
0 0,1 0,2 0,3 0,4 0 0,1 0,2 0,3 0,4 2 7 12
speed (m/s) Speed(m/s) Temperature (°C)
© 2017 - ALSTOM SA
  
Critère
Critère
Critère
1,2 1,2 Gap
1,2
1 1
1
Comfort level
Comfort level
0,8 0,8
Comfort level
0,8
0,6 0,6
14 18 22 0,6
0,4 0,4
0,4
0,2 0,2 0,2
0 0 0
0 0,1 0,2 0,3 0,4 0 0,1 0,2 0,3 0,4 8 10 12 14 16
1,2 1,2 1,2
1 1 1
Comfort level
Comfort level
Comfort level
0,8 0,8 0,8
15 0,6 19 0,6 23 0,6

0,4 0,4 0,4
0,2 0,2 0,2
0 0 0
25 27 29 31 33 35 15 20 25 65 66 67 68 69 70
1,2 1,2 1
1 1
Comfort level
0,8
Comfort level
Comfort level
0,8 0,8
0,6
16 0,6 20 0,6 24
0,4
0,4 0,4
0,2
0,2 0,2
0 0
0
2 7 12 10 20 30 40 50
15 20 25
Temperature (°C) Temperature (°C)
Temperature (°C)
gradient (Section) Compartment Temperature Gap 1,2
1,2 1,2
1
1 1
Comfort level
0,8
Comfort level
Comfort level
0,8 0,8
0,6
17 0,6 21 0,6 26
0,4 0,4 0,4
0,2 0,2 0,2
0 0 0
2 7 12 8 10 12 14 16 40 50 60 70 80 90
Temperature (°C) Temperature (°C) %
© 2017 - ALSTOM SA
  
Critère
Critère
Critère

1,2
1
Comfort level
0,8
0,6
28 29
0,4
0,2
0
-3 -2 -1 0 1 2 3
Dimensionless

Dissatisfied
1,2
1
Comfort level
0,8
29 0,6
0,4
0,2
0
25 45 65 85
%
© 2017 - ALSTOM SA
  
Critère
EUROPE - Main Line - Climate control
Critère
Critère
1,2 1,2 1,2
1 1 1
Comfort level
Comfort level
Comfort level
0,8 0,8 0,8
1 0,6 5 0,6 9 0,6

0,4 0,4 0,4
0,2 0,2 0,2
0 0 0
10 15 20 25 15 17 19 21 23 15 20 25
1,2 1,2 1,2
1 1 1
Comfort level
Comfort level
Comfort level
0,8 0,8 0,8
2 0,6 6 0,6 10 0,6
0,4 0,4 0,4
0,2 0,2 0,2
0 0 0
2 7 12 2 7 12 15 20 25
1,2 1,2 1,2
1 1 1
Comfort level
Comfort level
Comfort level
0,8 0,8 0,8
3 0,6 7 0,6 12 0,6
0,4 0,4 0,4
0,2 0,2 0,2
0 0 0
2 7 12 1 2 3 4 5 6 7 2 7 12
Comfort function of Air speed value Vestibule Comfort function of Air speed value Vestibule Comfort function of Horizontal temperature
gradient (Section) Vestibule
1,2 1,2
1,2
1 1
1
Comfort level
Comfort level
0,8 0,8
Comfort level
0,8
0,6 0,6 0,6
4 8 13
0,4 0,4 0,4
0,2 0,2 0,2
0 0 0
0 0,1 0,2 0,3 0,4 0,5 0 0,1 0,2 0,3 0,4 0,5 2 7 12
speed (m/s) speed (m/s) Temperature (°C)
© 2017 - ALSTOM SA
  
Critère
Critère
Critère
1,2
Gap
1,2
1,2
1 1
1
Comfort level
0,8
Comfort level
0,8
Comfort level
0,8
0,6 0,6
14 18 22 0,6
0,4 0,4 0,4
0,2 0,2 0,2
0 0 0
0 0,2 0,4 0,6 0 0,2 0,4 0,6 7 9 11 13 15
1,2 1,2 1,2
1 1 1
Comfort level
Comfort level
Comfort level
0,8 0,8 0,8
15 0,6 19 0,6 23 0,6
0,4 0,4 0,4
0,2 0,2 0,2
0 0 0
25 27 29 31 33 35 15 20 25 65 66 67 68 69 70
1,2 1,2
1
1 1
Comfort level
0,8
Comfort level
Comfort level
0,8 0,8
0,6
16 0,6 20 0,6 24
0,4 0,4
0,4
0,2 0,2
0,2
0 0 0
2 3 4 5 6 7 8 15 20 25 10 20 30 40 50
gradient (Section) Compartment Temperature Gap
1,2
1,2 1,2
1
1 1
Comfort level
0,8
Comfort level
Comfort level
0,8 0,8
0,6
17 0,6 21 0,6 26
0,4 0,4 0,4
0,2 0,2 0,2
0 0 0
1 3 5 7 8 10 12 14 16 40 50 60 70 80 90
Temperature (°C) Temperature (°C) %
© 2017 - ALSTOM SA
  
Critère
Critère
Critère

1,2
1
Comfort level
0,8
0,6
28
0,4
0,2
0
-3 -2 -1 0 1 2 3
Dimensionless

Dissatisfied
1,2
1
Comfort level
0,8
29 0,6
0,4
0,2
0
25 45 65 85
%
© 2017 - ALSTOM SA
  
APPENDIX F. Lightning criteria functions in Europe Area
EUROPE - Suburban - Ligthing

Critère
Critère
Critère
1,2 1,2 1,2
1 1 1
0,8 0,8 0,8

Comfort level
Comfort level
Comfort level
0,6 0,6 0,6
1 6 11
0,4 0,4 0,4
0,2 0,2 0,2
0 0 0
0 50 100 150 200 250 300 350 0 100 200 300 400 500 0 0,5 1 1,5
Eav at 800mm (Seating area) (in Lux) Eav at floor level (Steps) (in Lux) E uniformity at 1200mm (Vestibule) (in Lux)
1,2 1,2 1,2
1 1 1
0,8 0,8 0,8

Comfort level
Comfort level
Comfort level
0,6 0,6 0,6
2 7 12
0,4 0,4 0,4
0,2 0,2 0,2
0 0 0
0 100 200 300 400 500 0 100 200 300 400 500 0 0,5 1 1,5 2 2,5
Eav at 1200mm (Aisle) (in Lux) Emin at floor level (threshold) (in Lux) E uniformity at floor level (Aisle) (in Lux)
1,2 1,2 1,2
1 1 1
0,8 0,8 0,8

Comfort level
Comfort level
Comfort level
0,6 0,6 0,6
3 8 13
0,4 0,4 0,4
0,2 0,2 0,2
0 0 0
0 100 200 300 400 500 0 100 200 300 400 500 0 0,5 1 1,5
Eav at 1200mm (Vestibule) (in Lux) Eav at floor level (Gangway) (in Lux) E uniformity at floor level (vestibule) (in Lux)
1,2 1,2 1,2
1 1 1
0,8 0,8 0,8

Comfort level
Comfort level
Comfort level
0,6 0,6 0,6

4 9 14
0,4 0,4 0,4
0,2 0,2 0,2
0 0 0
0 100 200 300 400 500 0 0,5 1 1,5 0 0,5 1 1,5
Eav at floor level (Aisle) (in Lux) E uniformity at 800mm (Seating area) (in Lux) E uniformity at floor level (Steps) (in Lux)
1,2 1,2 1,2
1 1 1
0,8 0,8 0,8

Comfort level
Comfort level
Comfort level
0,6 0,6 0,6

5 10 15
0,4 0,4 0,4
0,2 0,2 0,2
0 0 0
0 100 200 300 400 500 0 0,5 1 1,5 2 2,5 0 0,5 1 1,5
Eav at floor level (Vestibule)(in Lux) E uniformity at 1200mm (Aisle) (in Lux) E uniformity at floor level (gangway) (in Lux)
© 2017 - ALSTOM SA
  
Critère
EUROPE - Suburban - Lighting
Critère
Critère
1,2 1,2
1 1
0,8 0,8
Comfort level
Comfort level
0,6 0,6
16 21 26
0,4 0,4
0,2 0,2
0 0
10 15 20 25 30 0 0,5 1 1,5 2 2,5 3
Unified Glare Rate for vestibule area Large lighting (≥ 50 cm²) photo biologic risk class
1,2 1,2
1 1
0,8 0,8
Comfort level
Comfort level
0,6 0,6
17 22
0,4 0,4
0,2 0,2
0 0
10 15 20 25 30 0 1 2 3 4 5 6
Unified Glare Rate for compartment area Max variation during first 20min of using (in %)
1,2 1,2
1 1
0,8 0,8
Comfort level
Comfort level
0,6 0,6
18 23
0,4 0,4
0,2 0,2
0 0
0 5000 10000 15000 20000 25000 50 60 70 80 90 100
Punctual lighting luminance (in Cd/m²) Color Rendering Index
1,2 1,2
1 1
0,8 0,8
Comfort level
Comfort level
0,6 0,6
19 24
0,4 0,4
0,2 0,2
0 0
0 2000 4000 6000 8000 10000 12000 1000 3000 5000 7000 9000
Large lighting (≥ 50 cm²) luminance (in Cd/m²) Correlated Colour Temperature (in K)
1,2 1,2
1 1
0,8 0,8
Comfort level
Comfort level
0,6 0,6
20 26
0,4 0,4
0,2 0,2
0 0
0 0,5 1 1,5 2 2,5 3 0 0,5 1 1,5 2 2,5
Punctual lighting photo biologic risk class Luminance uniformity on diffusor surfaces
© 2017 - ALSTOM SA
  
Critère
EUROPE - Regional - Ligthing
Critère
Critère
1,2 1,2 1,2
1 1 1
0,8 0,8 0,8

Comfort level
Comfort level
Comfort level
0,6 0,6 0,6
1 6 11
0,4 0,4 0,4
0,2 0,2 0,2
0 0 0
0 50 100 150 200 250 300 350 0 50 100 150 200 250 0 0,5 1 1,5
1,2 1,2 1,2
1 1 1
0,8 0,8 0,8

Comfort level
Comfort level
Comfort level
0,6 0,6 0,6
2 7 12
0,4 0,4 0,4
0,2 0,2 0,2
0 0 0
0 50 100 150 200 250 0 50 100 150 200 250 0 0,5 1 1,5 2 2,5
1,2 1,2 1,2
1 1 1
0,8 0,8 0,8

Comfort level
Comfort level
Comfort level
0,6 0,6 0,6
3 8 13
0,4 0,4 0,4
0,2 0,2 0,2
0 0 0
0 50 100 150 200 250 0 50 100 150 200 250 0 0,5 1 1,5
1,2 1,2 1,2
1 1 1
0,8 0,8 0,8

Comfort level
Comfort level
Comfort level
0,6 0,6 0,6

4 9 14
0,4 0,4 0,4
0,2 0,2 0,2
0 0 0
0 50 100 150 200 250 0 0,5 1 1,5 0 0,5 1 1,5
1,2 1,2
1 1
0,8 0,8
Comfort level
Comfort level
0,6 0,6
5 10 15 NOT APPLICABLE
0,4 0,4
0,2 0,2
0 0
0 50 100 150 200 250 0 0,5 1 1,5 2 2,5
Eav at floor level (Vestibule)(in Lux) E uniformity at 1200mm (Aisle) (in Lux)
© 2017 - ALSTOM SA
  
Critère
EUROPE - Regional - Lighting
Critère
Critère
1,2 1,2
1 1
0,8 0,8
Comfort level
Comfort level
0,6 0,6
16 21
0,4 0,4
0,2 0,2
0 0
10 15 20 25 30 0 0,5 1 1,5 2 2,5 3
1,2 1,2
1 1
0,8 0,8
Comfort level
Comfort level
0,6 0,6
17 22
0,4 0,4
0,2 0,2
0 0
10 15 20 25 30 0 1 2 3 4 5 6
1,2 1,2
1 1
0,8 0,8
Comfort level
Comfort level
0,6 0,6
18 23
0,4 0,4
0,2 0,2
0 0
0 5000 10000 15000 20000 25000 50 60 70 80 90 100
1,2 1,2
1 1
0,8 0,8
Comfort level
Comfort level
0,6 0,6
19 24
0,4 0,4
0,2 0,2
0 0
0 2000 4000 6000 8000 10000 12000 1000 3000 5000 7000 9000
1,2 1,2
1 1
0,8 0,8
Comfort level
Comfort level
0,6 0,6
20 26
0,4 0,4
0,2 0,2
0 0
0 0,5 1 1,5 2 2,5 3 0 0,5 1 1,5 2 2,5
© 2017 - ALSTOM SA
  
Critère
EUROPE - Main Lines - Ligthing
Critère
Critère
1,2 1,2 1,2
1 1 1
0,8 0,8 0,8

Comfort level
Comfort level
Comfort level
0,6 0,6 0,6
1 6 11
0,4 0,4 0,4
0,2 0,2 0,2
0 0 0
0 50 100 150 200 250 300 350 0 50 100 150 200 250 0 0,5 1 1,5
1,2 1,2 1,2
1 1 1
0,8 0,8 0,8

Comfort level
Comfort level
Comfort level
0,6 0,6 0,6
2 7 12
0,4 0,4 0,4
0,2 0,2 0,2
0 0 0
0 50 100 150 200 250 0 50 100 150 200 250 0 0,5 1 1,5 2 2,5
1,2 1,2 1,2
1 1 1
0,8 0,8 0,8

Comfort level
Comfort level
Comfort level
0,6 0,6 0,6
3 8 13
0,4 0,4 0,4
0,2 0,2 0,2
0 0 0
0 50 100 150 200 250 0 50 100 150 200 250 0 0,5 1 1,5
1,2 1,2 1,2
1 1 1
0,8 0,8 0,8

Comfort level
Comfort level
Comfort level
0,6 0,6 0,6

4 9 14
0,4 0,4 0,4
0,2 0,2 0,2
0 0 0
0 50 100 150 200 250 0 0,5 1 1,5 0 0,5 1 1,5
1,2 1,2
1 1
0,8 0,8
Comfort level
Comfort level
0,6 0,6
5 10 15 NOT APPLICABLE
0,4 0,4
0,2 0,2
0 0
0 50 100 150 200 250 0 0,5 1 1,5 2 2,5
Eav at floor level (Vestibule)(in Lux) E uniformity at 1200mm (Aisle) (in Lux)
© 2017 - ALSTOM SA
  
Critère
EUROPE - Main Lines - Lighting
Critère
Critère
1,2 1,2
1 1
0,8 0,8
Comfort level
Comfort level
0,6 0,6
16 21
0,4 0,4
0,2 0,2
0 0
10 15 20 25 30 0 0,5 1 1,5 2 2,5 3
1,2 1,2
1 1
0,8 0,8
Comfort level
Comfort level
0,6 0,6
17 22
0,4 0,4
0,2 0,2
0 0
10 15 20 25 30 0 1 2 3 4 5 6
1,2 1,2
1 1
0,8 0,8
Comfort level
Comfort level
0,6 0,6
18 23
0,4 0,4
0,2 0,2
0 0
0 5000 10000 15000 20000 25000 50 60 70 80 90 100
1,2 1,2
1 1
0,8 0,8
Comfort level
Comfort level
0,6 0,6
19 24
0,4 0,4
0,2 0,2
0 0
0 2000 4000 6000 8000 10000 12000 1000 3000 5000 7000 9000
1,2 1,2
1 1
0,8 0,8
Comfort level
Comfort level
0,6 0,6
20 26
0,4 0,4
0,2 0,2
0 0
0 0,5 1 1,5 2 2,5 3 0 0,5 1 1,5 2 2,5
© 2017 - ALSTOM SA
  
APPENDIX G. Vibrations criteria functions in Europe Area

EUROPE - Suburban - Acoustic
Critère
Critère
Critère
Comfort function of Constant max speed
1,2
1
Comfort level
0,8
7 0,6
0,4
0,2
0
70 72 74 76
Accoustic Pressure Level (dB(A))
Comfort function of Stand still, full cooling

LpAeqT
1,2
1
Comfort level
0,8
8 0,6
0,4
0,2
0
63 68 73
Comfort function of Acceleration (0 --> 30

km/h), LpAFmax
1,2
1
Comfort level
0,8
9 0,6
0,4
0,2
0
70 72 74 76
Comfort function of train stationary in station
1,2
1
Comfort level
0,8
15 0,6
0,4
0,2
0
62 67 72
Comfort function of STIPA level of spoken

information
1,2
1
Comfort level
0,8
16 0,6
0,4
0,2
0
0 0,2 0,4 0,6
Dimensionless
© 2017 - ALSTOM SA
  
EUROPE - Regional - Acoustic

Critère
Critère
Critère
Comfort function of Constant max speed, Comfort function of Acceleration (0 --> 30 Comfort function of train stationary in station
LpAeqT km/h), LpAFmax
1,2 1,2 1,2
1 1 1
Comfort level
Comfort level
Comfort level
0,8 0,8 0,8
1 0,6 6 0,6 15 0,6
0,4 0,4 0,4
0,2 0,2 0,2
0 0 0
60 65 70 75 62 67 72 62 67 72
Accoustic Pressure Level (dB(A)) Accoustic Pressure Level (dB(A)) Accoustic Pressure Level (dB(A))
Comfort function of Stand still, full cooling Comfort function of Constant max speed, Comfort function of STIPA level of spoken
LpAeqT LpAeqT information
1,2 1,2 1,2
1 1 1
Comfort level
Comfort level
Comfort level
0,8 0,8 0,8
2 0,6 7 0,6 16 0,6

0,4 0,4 0,4
0,2 0,2 0,2
0 0 0
45 50 55 60 75 80 85 0 0,2 0,4 0,6
Accoustic Pressure Level (dB(A)) Accoustic Pressure Level (dB(A)) Dimensionless
Comfort function of Acceleration (0 --> 30 Comfort function of Stand still, full cooling
km/h), LpAFmax LpAeqT
1,2 1,2
1 1
Comfort level
Comfort level
0,8 0,8
3 0,6 8 0,6
0,4 0,4
0,2 0,2
0 0
60 65 70 75 55 57 59 61 63 65
Accoustic Pressure Level (dB(A)) Accoustic Pressure Level (dB(A))
Comfort function of Constant max speed, Comfort function of Acceleration (0 --> 30

1,2 1,2
1 1
Comfort level
Comfort level
0,8 0,8
4 0,6 9 0,6
0,4 0,4
0,2 0,2
0 0
60 65 70 75 70 75 80 85
Comfort function of Stand still, full cooling Comfort function of Acoustique discomfort
LpAeqT level
1,2 1,2
1 1
Comfort level
Comfort level
0,8 0,8
5 0,6 13 0,6
0,4 0,4
0,2 0,2
0 0
50 55 60 65 0 10 20 30 40 50
Accoustic Pressure Level (dB(A)) Dimensionless
© 2017 - ALSTOM SA
  
EUROPE - Main Line - Acoustic

Critère
Critère
Critère
Critère
Fonction Fonction Fonction Fonction
Comfort function of Constant max speed, Comfort function of Stand still, full cooling Comfort function of Acceleration (0 --> 30
LpAeqT LpAeqT km/h), LpAFmax
1,2 1,2 1,2
1 1 1
Comfort level
Comfort level
Comfort level
0,8 0,8 0,8
1 0,6 5 0,6 9 0,6
0,4 0,4 0,4
0,2 0,2 0,2
0 0 0
63 65 67 69 71 50 55 60 70 75 80 85
Comfort function of Stand still, full cooling Comfort function of Acceleration (0 --> 30 Comfort function of Acoustique discomfort
LpAeqT km/h), LpAFmax level
1,2 1,2 1,2
1 1 1
Comfort level
Comfort level
Comfort level
0,8 0,8 0,8
2 0,6 6 0,6 13 0,6
0,4 0,4 0,4
0,2 0,2 0,2
0 0 0
50 52 54 56 58 60 62 62 67 72 0 10 20 30 40 50
Comfort function of Acceleration (0 --> 30 Comfort function of Constant max speed, Comfort function of train stationary in station
1,2 1,2 1,2
1 1 1
Comfort level
Comfort level
Comfort level
0,8 0,8 0,8
3 0,6 7 0,6 15 0,6

0,4 0,4 0,4
0,2 0,2 0,2
0 0 0
60 65 70 75 78 80 82 84 86 62 67 72
Comfort function of Constant max speed, Comfort function of Stand still, full cooling Comfort function of STIPA level of spoken
1,2 1,2 1,2
1 1 1
Comfort level
Comfort level
Comfort level
0,8 0,8 0,8
4 0,6 8 0,6 16 0,6
0,4 0,4 0,4
0,2 0,2 0,2
0 0 0
65 67 69 71 73 75 58 60 62 64 66 0 0,2 0,4 0,6
© 2017 - ALSTOM SA
  
APPENDIX H. Accoustics criteria functions in Europe Area

EUROPE - Suburban - Acoustic
Critère
Critère
Critère
Comfort function of Constant max speed Comfort function of Stand still, full cooling
LpAeqT
1,2 1,2
1 1
Comfort level
Comfort level
0,8 0,8
7 0,6 8 0,6
0,4 0,4
0,2 0,2
0 0
70 72 74 76 63 68 73
Comfort function of Acceleration (0 --> 30 Comfort function of train stationary in station

km/h), LpAFmax
1,2 1,2
1 1
Comfort level
Comfort level
0,8 0,8
9 0,6 15 0,6
0,4 0,4
0,2 0,2
0 0
70 72 74 76 62 67 72
Comfort function of STIPA level of spoken

information
1,2
1
Comfort level
0,8
16 0,6
0,4
0,2
0
0 0,2 0,4 0,6
Dimensionless
© 2017 - ALSTOM SA
  
EUROPE - Regional - Acoustic

Critère
Critère
Critère
Comfort function of Constant max speed, Comfort function of Acceleration (0 --> 30 Comfort function of train stationary in station
1,2 1,2 1,2
1 1 1
Comfort level
Comfort level
Comfort level
0,8 0,8 0,8
1 0,6 6 0,6 15 0,6
0,4 0,4 0,4
0,2 0,2 0,2
0 0 0
60 65 70 75 62 67 72 62 67 72
Comfort function of Stand still, full cooling Comfort function of Constant max speed, Comfort function of STIPA level of spoken
1,2 1,2 1,2
1 1 1
Comfort level
Comfort level
Comfort level
0,8 0,8 0,8
2 0,6 7 0,6 16 0,6

0,4 0,4 0,4
0,2 0,2 0,2
0 0 0
45 50 55 60 75 80 85 0 0,2 0,4 0,6
Comfort function of Acceleration (0 --> 30 Comfort function of Stand still, full cooling
1,2 1,2
1 1
Comfort level
Comfort level
0,8 0,8
3 0,6 8 0,6
0,4 0,4
0,2 0,2
0 0
60 65 70 75 55 57 59 61 63 65
Comfort function of Constant max speed, Comfort function of Acceleration (0 --> 30

1,2 1,2
1 1
Comfort level
Comfort level
0,8 0,8
4 0,6 9 0,6
0,4 0,4
0,2 0,2
0 0
60 65 70 75 70 75 80 85
Comfort function of Stand still, full cooling Comfort function of Acoustique discomfort
LpAeqT level
1,2 1,2
1 1
Comfort level
Comfort level
0,8 0,8
5 0,6 13 0,6
0,4 0,4
0,2 0,2
0 0
50 55 60 65 0 10 20 30 40 50
Accoustic Pressure Level (dB(A)) Dimensionless
© 2017 - ALSTOM SA
  
EUROPE - Main Line - Acoustic

Critère
Critère
Critère
Critère
Fonction Fonction Fonction Fonction
Comfort function of Constant max speed, Comfort function of Stand still, full cooling Comfort function of Acceleration (0 --> 30
LpAeqT LpAeqT km/h), LpAFmax
1,2 1,2 1,2
1 1 1
Comfort level
Comfort level
Comfort level
0,8 0,8 0,8
1 0,6 5 0,6 9 0,6
0,4 0,4 0,4
0,2 0,2 0,2
0 0 0
63 65 67 69 71 50 55 60 70 75 80 85
Comfort function of Stand still, full cooling Comfort function of Acceleration (0 --> 30 Comfort function of Acoustique discomfort
LpAeqT km/h), LpAFmax level
1,2 1,2
1,2
1 1
1
Comfort level
Comfort level
0,8
Comfort level
0,8 0,8
0,6 0,6
2 0,6 6 13
0,4 0,4
0,4
0,2 0,2 0,2
0 0 0
50 52 54 56 58 60 62 62 67 72 0 10 20 30 40 50
Comfort function of Acceleration (0 --> 30 Comfort function of Constant max speed, Comfort function of train stationary in station
1,2 1,2 1,2
1 1 1
Comfort level
Comfort level
Comfort level
0,8 0,8 0,8
0,6 0,6 0,6

3 7 15
0,4 0,4 0,4
0,2 0,2 0,2
0 0 0
60 65 70 75 78 80 82 84 86 62 67 72
Comfort function of Constant max speed, Comfort function of Stand still, full cooling Comfort function of STIPA level of spoken
1,2 1,2 1,2
1 1 1
Comfort level
Comfort level
Comfort level
0,8 0,8 0,8
0,6 0,6 0,6

4 8 16
0,4 0,4 0,4
0,2 0,2 0,2
0 0 0
65 67 69 71 73 75 58 60 62 64 66 0 0,2 0,4 0,6
© 2017 - ALSTOM SA
  
APPENDIX I. Sanitary aspects criteria functions in Europe Area

EUROPE - Suburban - Sanitary Aspects
Critère
Critère
Critère
Comfort function of Concentration of ozone Comfort function of Concentration of carbon Comfort function of Humidity
1,2
dioxide 1,2
1,2
1 1
1
Comfort level
Comfort level
0,8 0,8
Comfort level
0,8
0,6 0,6
1 5 0,6 11
0,4 0,4 0,4
0,2 0,2 0,2
0 0 0
0 20 40 60 80 100 0 200 400 600 800 1000 0 20 40 60 80
Concentration µg/m³ Concentration ppm %
Comfort function of Concentration of nitrogen Comfort function of Dust and Dirt filtration Comfort function of New air debit
dioxide system 1,2
1,2 1,2
1
1 1
Comfort level
0,8
Comfort level
Comfort level
0,8 0,8
0,6
2 0,6 6 0,6 12
0,4
0,4 0,4
0,2 0,2
0,2
0 0 0
0 10 20 30 40 0 5 10 15 20 25 30 0 5 10 15 20 25 30
Concentration µg/m³ filter thickness (mm) m³/h/passenger
Comfort function of Concentration of Sulphur Comfort function of Concentration of carbon Comfort function of Immunity of the vehicle
dioxide dioxide for low frequencies
1,2 1,2 1,2
1 1 1
Comfort level
Comfort level
Comfort level
0,8 0,8 0,8
3 0,6 9 0,6 21 0,6
0,4 0,4 0,4
0,2 0,2 0,2
0 0 0
0 5 10 15 20 0 100 200 300 400 0 2 4 6 8 10 12
Concentration µg/m³ Concentration ppm V/m
Comfort function of Concentration of carbon Comfort function of Concentration of solid Comfort function of Immunity of Immunity of
monoxide particles the vehicle for high frequencies
1,2 1,2 1,2
1 1 1
Comfort level
Comfort level
Comfort level
0,8 0,8 0,8
4 0,6 10 0,6 22 0,6
0,4 0,4 0,4
0,2 0,2 0,2
0 0 0
0 20 40 60 80 100 0 1 2 3 4 5 0 10 20 30 40 50
Concentration mg/m³ Concentration (mg/m³) V/m
© 2017 - ALSTOM SA
  
Critère
EUROPE - Regional - Sanitary Aspects
Critère
Critère
1,2
dioxide 1,2
1,2
1 1
1
Comfort level
Comfort level
0,8 0,8
Comfort level
0,8
0,6 0,6
1 5 0,6 11
0,4 0,4 0,4
0,2 0,2 0,2
0 0 0
0 20 40 60 80 100 0 200 400 600 800 1000 0 20 40 60 80
dioxide system 1,2
1,2 1,2
1
1 1
Comfort level
0,8
Comfort level
Comfort level
0,8 0,8
0,6
2 0,6 6 0,6 12
0,4
0,4 0,4
0,2 0,2 0,2
0 0 0
0 10 20 30 40 0 5 10 15 20 25 30 0 5 10 15 20 25 30
1,2 1,2 1,2
1 1 1
Comfort level
Comfort level
Comfort level
0,8 0,8 0,8
3 0,6 9 0,6 21 0,6
0,4 0,4 0,4
0,2 0,2 0,2
0 0 0
0 5 10 15 20 0 100 200 300 400 0 2 4 6 8 10 12
Comfort function of Concentration of carbon Comfort function of Concentration of solid Comfort function of Immunity of Immunity of
monoxide particles the vehicle for high frequencies
1,2 1,2 1,2
1 1 1
Comfort level
Comfort level
Comfort level
0,8 0,8 0,8
4 0,6 10 0,6 22 0,6
0,4 0,4 0,4
0,2 0,2 0,2
0 0 0
0 20 40 60 80 100 0 1 2 3 4 5 0 10 20 30 40 50
Comfort function of Adequate food storage

temperature
1,2
1
Comfort level
0,8
32 0,6
0,4
0,2
0
-4 -2 0 2 4 6 8
Temperature (°C)
© 2017 - ALSTOM SA
  
Critère
EUROPE - Main Line - Sanitary Aspects
Critère
Critère
1,2
dioxide 1,2
1,2
1 1
1
Comfort level
Comfort level
0,8 0,8
Comfort level
0,8
0,6 0,6
1 5 0,6 11
0,4 0,4 0,4
0,2 0,2 0,2
0 0 0
0 20 40 60 80 100 0 200 400 600 800 1000 0 20 40 60 80
dioxide system 1,2
1,2 1,2
1
1 1
Comfort level
0,8
Comfort level
Comfort level
0,8 0,8
0,6
2 0,6 6 0,6 12
0,4 0,4 0,4
0,2 0,2 0,2
0 0 0
0 10 20 30 40 0 5 10 15 20 25 30 0 5 10 15 20 25 30
1,2 1,2 1,2
1 1 1
Comfort level
Comfort level
Comfort level
0,8 0,8 0,8
3 0,6 9 0,6 21 0,6
0,4 0,4 0,4
0,2 0,2 0,2
0 0 0
0 5 10 15 20 0 100 200 300 400 0 2 4 6 8 10 12
Comfort function of Concentration of carbon Comfort function of Concentration of solid Comfort

Comfortfunction
functionof
ofImmunity
ImmunityofofImmunity of
the vehicle
monoxide particles the vehicle forfrequencies
for low high frequencies
1,2 1,2 1,2
1 1 1
Comfort level
level
Comfort level
Comfort level
0,8 0,8 0,8

4 0,6 10 0,6 22
Comfort
0,6
0,4 0,4 0,4
0,2 0,2 0,2
0 0 0
0 20 40 60 80 100 0 1 2 3 4 5 0 210 4 20 6 30 8 4010 50
12
32
© 2017 - ALSTOM SA
  
APPENDIX J. Services on board criteria functions in Europe Area

Only Yes/No functions are used in Services on Board. There are also not represented
© 2017 - ALSTOM SA

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Approved By : Damien DERNONCOURT / IS&T ENGINEERING 9/11/2018 10:04:47 AM

In English language mandatory <DOCUMENT DESCRIPTION>

A 12/04/18 Creation C. PUJOL

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Working group of CCN Passenger Comfort:

1. PURPOSE OF THE SPECIFICATION ................................................................................... 6

8.7. VIBRATORY COMFORT ....................................................................................................... 60

1. PURPOSE OF THE SPECIFICATION

3.1. STANDARD REFERENCES

Railway applications - Railway rolling stock cables having special fire

IEC 62236 (Sanitary aspects) Railway applications – Electromagnetic compatibility

3.2. ALSTOM STANDARDS REFERENCES

3.3. OTHER REFERENCES

Data base for passenger morphology (Interiors)

Materials Performances (Interiors)

SFSP – French Public Health Society

APTA – American Public Transportation Association

WHO – World Health Organization

4. TERMS AND DEFINITIONS

DNA Deoxyribonucleic acid

the PERCEPTION of the WELL-BEING of an INDIVIDUAL, travelling by TRAIN,

5.1. ELEMENTS TAKING PART IN COMFORT FEELING

Comfort is due to the combination of various factors:

5.1.1. PHYSICAL FACTORS LINKED TO THE TRAIN ENVIRONMENT

5.1.2. INDIVIDUAL FACTORS

5.1.3. SOCIAL FACTORS COMING UNDER THE TRANSPORT SITUATION

5.1.4. TIME ASPECTS OF COMFORT

Time influence in comfort perception appears at different levels:

5.2. COMFORT SCALE

Figure 1: Comfort scale

5.3. GLOBAL COMFORT AND MASKING EFFECT

Global comfort under control Insufficient global comfort

6. OBJECTIVES OF COMFORT EVALUATION TOOL

7. COMFORT EVALUATION METHOD

Technical field 2 Criterion 2

7.1. REFERENCE VALUES

The reference values depend on the context of the evaluation:

Example of a lighting criterion:

7.2. ATTRIBUTION OF A FUNCTION

Abscissa (physical Ordinate

Comfort function of room access width

7.3. EXPLANATION OF COMFORT MARK CALCULATION

Habitability, architecture Gauge studies and layout

Comfort function of room access width

𝐶𝑠𝑡𝑎𝑛𝑑𝑎𝑟𝑑 − 𝐶𝑐𝑜𝑚𝑓𝑜𝑟𝑡 (0,5−0,75)

The comfort mark is y = 0,0025 * 520 – 0,625 = 0,675 (rounding to 0,67)

7.4. THEMATIC, TECHNICAL FIELD AND GLOBAL MARK

Them mark = ∑(Wi ∗ yi )

For example: a thematic including 4 criteria

7.5. COMPLETION RATE CALCULATION

𝑠𝑢𝑚 𝑜𝑓 𝑓𝑖𝑙𝑙𝑒𝑑 𝑐𝑟𝑖𝑡𝑒𝑟𝑖𝑎 𝑤𝑒𝑖𝑔ℎ𝑡𝑖𝑛𝑔

For example: the technical field has 2 thematic

0,5 + 0,1 + 0,1 + 0,3 + 0,4 1,4

8.1.2. FACTORS OF HABITABILITY

8.1.3. NEEDED INPUTS TO EVALUATE HABITABILITY

8.1.4. TABLE OF THEMATIC AND CRITERIA OF THE TECHNICAL FIELD