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Rail Industry Standard for Driver Only Operated On-train

Camera / Monitor Systems

This document contains one or more pages which contain colour.

Rail Industry Standard
RIS-2703-RST

Issue One: June 2014

Published by:

RSSB
Block 2
Angel Square
1 Torrens Street
London
EC1V 1NY

© Copyright 2014
Rail Safety and Standards Board Limited
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Rail Industry Standard for Driver Only Operated On-train

Camera / Monitor Systems

Issue record
Issue Date Comments
One June 2014 The contents of this document
contains requirements and guidance
for on-train camera / monitor
systems (OTCM systems)
associated with driver only
operation of passenger (DOO(P))
trains.

Superseded or replaced documents

This Rail Industry Standard does not supersede or replace any other Railway Group
documents.

Supply
The authoritative version of this document is available at www.rgsonline.co.uk.
Uncontrolled copies of this document can be obtained from Communications, RSSB,
Block 2, Angel Square, 1 Torrens Street, London EC1V 1NY, telephone 020 3142 5400 or
e-mail enquirydesk@rssb.co.uk. Other Standards and associated documents can also be
viewed at www.rgsonline.co.uk.

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Contents
Section Description Page

Part 1 Introduction 4
1.1 Purpose of this document 4
1.2 Background 4
1.3 Application of this document 4
1.4 Health and safety responsibilities 4
1.5 The structure of this document 4
1.6 Copyright 4
1.7 Approval and authorisation of this document 5

Part 2 On-train Camera / Monitor System for Train Dispatch 6

2.1 DOO(P) OTCM system general requirements 6

Part 3 Technical Requirements for the On-train Camera / Monitor System 8

3.1 General technical requirements of the DOO(P) OTCM system 8
3.2 Technical requirements for DOO(P) OTCM system cameras 9
3.3 Positioning and alignment of DOO(P) OTCM system cameras on vehicles 11
3.4 Technical requirements for the DOO(P) OTCM system monitors 12

Part 4 Optional interfaces with other on-board systems 15

4.1 Audio announcements 15
4.2 Passenger alarm system and internal CCTV 15
4.3 Video recorder 16

Part 5 Assessment of the DOO(P) On-train Camera / Monitor System 17

5.1 Assessment tests 17
5.2 Acceptance testing of camera / monitor system 17
5.3 Viewing capability of camera / monitor system 18
References 19

Figures
Figure 1 Single Camera with 1/3 and 2/3 door spacing 11
Figure 2 Display for 12 vehicles on two DOO(P) OTCM system monitors (showing
images from the front six vehicles) 13

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Camera / Monitor Systems
Part 1 Introduction
1.1 Purpose of this document
1.1.1 This document provides a standard for on-train camera / monitor system (OTCM system)
associated with driver only operation of passenger (DOO(P)) trains. The DOO(P) OTCM
system is provided to assist the driver whilst undertaking the train safety check prior to train
dispatch from a station and whilst departing from the platform. This document
complements the general passenger train dispatch and platform safety requirements set
out in RIS-3703-TOM.

1.2 Background
1.2.1 The DOO(P) OTCM system is a combination of dedicated cameras that are mounted on
each vehicle bodyside used in conjunction with monitors fitted inside the active driving cab.

1.2.2 The equipment covered by this document is intended to be operated as a self-contained

system with no interaction with systems mounted on the station platform. The DOO(P)
OTCM system is outside the scope of Railway Group Standards. For this reason DOO(P)
OTCM systems have been excluded from GE/RT8060 issue two.

1.2.3 This document is applicable to vehicles typically designed with 1/3 and 2/3 door spacing.
The rail industry is currently evaluating possible application of DOO(P) OTCM systems to
vehicles designed with access doors close to the vehicle ends. When this work is
complete it is intended that this document will be revised to include these vehicles.

1.3 Application of this document

1.3.1 A member of RSSB may choose to adopt all or part of this document through company
procedures or contract conditions. Where this is the case the member of RSSB will specify
the nature and extent of application.

1.3.2 Specific compliance requirements and dates have therefore not been specified since these
will be the subject of the internal procedures or contract conditions of the companies which
choose to adopt this standard.

1.4 Health and safety responsibilities

1.4.1 Users of documents published by Rail Safety and Standards Board (RSSB) are reminded
of the need to consider their own responsibilities to ensure health and safety at work and
their own duties under health and safety legislation. RSSB does not warrant that
compliance with all or any documents published by RSSB is sufficient in itself to ensure
safe systems of work or operation or to satisfy such responsibilities or duties.

1.5 The structure of this document

1.5.1 This document is set out as a series of requirements, in some cases followed by relevant
guidance. The guidance is indicated by prefixing the paragraph number with the letter ‘G’.

1.6 Copyright
1.6.1 Copyright in the Railway Group documents is owned by Rail Safety and Standards Board
Limited. All rights are hereby reserved. No Railway Group document (in whole or in part)
may be reproduced, stored in a retrieval system, or transmitted, in any form or means,
without the prior written permission of Rail Safety and Standards Board Limited, or as
expressly permitted by law.

1.6.2 RSSB members are granted copyright licence in accordance with the Constitution
Agreement relating to Rail Safety and Standards Board Limited.

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1.6.3 In circumstances where Rail Safety and Standards Board Limited has granted a particular
person or organisation permission to copy extracts from Railway Group documents, Rail
Safety and Standards Board Limited accepts no responsibility for, nor any liability in
connection with, the use of such extracts, or any claims arising there from. This disclaimer
applies to all forms of media in which extracts from Railway Group documents may be
reproduced.

1.7 Approval and authorisation of this document

1.7.1 The content of this document was approved by Rolling Stock Standards Committee on 14
February 2014.

1.7.2 This document was authorised by RSSB on 24 April 2014.

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Part 2 On-train Camera / Monitor System for Train
Dispatch
2.1 DOO(P) OTCM system general requirements
2.1.1 The DOO(P) OTCM system shall enable the driver to visually detect persons or objects
that are anywhere within the train dispatch corridor.

2.1.2 The DOO(P) OTCM system shall provide a view of the train dispatch corridor parallel to the
train body that encompasses:

a) The full length of the train.

b) The platform from the platform edge back to the yellow warning line. In the absence
of a yellow warning line at least 1500 mm adjacent to the passenger bodyside
entrances.

c) At least the height of the train doors.

2.1.3 The core technical requirements for the DOO(P) OTCM system are set out in Part 3.

2.1.4 Additional optional interfaces between the DOO(P) OTCM system with other on-board
systems are set out in Part 4.

2.1.5 The performance assessment of the DOO(P) OTCM system is set out in Part 5.

2.1.6 The DOO(P) OTCM system shall enable the driver to view the train dispatch corridor when
the train is in the platform under a range of external lighting levels from full daylight
(sunlight) down to the minimum illumination at station platforms intended to be used with
DOO of passenger trains.

G 2.1.6.1 The risk area for train dispatch is along the whole length of the train, not just in
the vicinity of the external vehicle doors. The view provided by the DOO(P)
OTCM system permits the driver to visually detect and assess the train
dispatch risks for persons or objects alongside the vehicle or the space
between adjacent vehicles.

G 2.1.6.2 Blind spots alongside the vehicles, particularly on curved platforms, can
prevent the driver from viewing the full train dispatch corridor. A compatibility
assessment of blind spots will identify those station platforms where there is a
risk to the DOO(P) train dispatch.

G 2.1.6.3 Historically, the minimum spacing of the yellow warning line from the edge of
the platform was 1000 mm. GI/RT7016 now sets the spacing of the yellow
warning line from the edge at 1500 mm. The 1500 mm recommended
distance at the doorways provides coverage of passenger movement away
from and towards the doors.

G 2.1.6.4 On-train systems are fitted to indicate that the train doors are fully closed and
locked before departure. However, these door detection systems do not
reliably detect clothing of a person standing on the platform caught in the
door. The DOO(P) OTCM system provides a visual indication to the driver to
help mitigate against this risk.

G 2.1.6.5 The alignment of bright light sources and the direction the sun travels could
adversely affect the DOO(P) OTCM system operation, for example by glare.
A compatibility assessment undertaken at those station platforms where it is
intended to use the DOO(P) OTCM system provides information to determine
if there is a risk at these locations.

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G 2.1.6.6 The DOO(P) OTCM system provides the driver during the train dispatch
process with a means to determine if there is a potential risk of an accident.
This includes persons that could be:

a) Running towards the train.

b) Running along the platform edge.

c) Standing or walking close to the train or platform edge (except when

boarding or alighting).

d) Leaning over the platform edge.

e) Entering the space between the train and the platform to retrieve
dropped items.

f) Standing between the yellow warning line and the edge of the
platform / next to the train.

g) Interfering with the train (for example, banging on the windows, trying to
open the doors when they are already closed and locked).

h) Using bicycles, skateboards, roller skates or similar.

G 2.1.6.7 For trains fitted with recessed doors, an additional risk to be considered is that
a person or object is trapped by the doors and could be partially within the
recess space. In these circumstances, the trapped person or object is less
visible and more difficult to see in the image on the DOO(P) OTCM system
monitor compared to when the whole person or object is in the dispatch
corridor.

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Part 3 Technical Requirements for the On-train
Camera / Monitor System
3.1 General technical requirements of the DOO(P) OTCM system
3.1.1 The DOO(P) OTCM system shall display a real-time colour image(s) of the viewed area of
the train dispatch corridor.

G 3.1.1.1 Experience with current technology shows a delay of less than 300 ms is
achievable.

3.1.2 The DOO(P) OTCM system shall automatically control the angular size of each image
displayed, resolution, brightness, contrast, shape distortion, refresh rate and the speed of
adaptation to brightness and contrast.

3.1.3 Where optical properties of the camera and lens distort the recorded image, the DOO(P)
OTCM system shall incorporate the necessary processing capability to provide a visually
accurate real time view on the monitor display using the images from the DOO(P) OTCM
system camera.

3.1.4 Whilst in operation the DOO(P) OTCM system shall provide a visual means for the driver to
determine that the image(s) being displayed are not frozen.

3.1.5 The DOO(P) OTCM system shall be designed to view the train dispatch corridor assuming
the lighting of the station platforms satisfy the DOO minimum lighting requirements set out
in GI/RT7016.

3.1.6 At station platforms declared by the infrastructure manager to be non-compliant with the
lighting requirements set out in GI/RT7016, additional acceptance and viewing tests with
the actual DOO(P) OTCM systems are required.

G 3.1.6.1 The additional acceptance and viewing tests determine whether the DOO(P)
OTCM system provides the appropriate visual information or whether
rectification work is necessary at the station platform prior to commencing
DOO(P) of passenger trains.

3.1.7 The DOO(P) OTCM system shall automatically display on the monitors the view from the
cameras on the side of the train where there is an active door release command.

G 3.1.7.1 The DOO(P) OTCM system is not provided to assist the driver when the train
is approaching the station. In these circumstances the driver determines
whether persons or objects are not in a safe location and takes appropriate
action, for example using the train horn.

G 3.1.7.2 Switching the DOO(P) OTCM system monitors on when the train is
approaching the station could cause a distraction to the driver.

G 3.1.7.3 The DOO(P) OTCM system is only intended to cover the situation where the
door release command is given for one side of the train. Other solutions or
procedures will need to be provided when platforms are present on both sides
of the train, in particular where the doors are intentionally to be released on
both sides of the train.

3.1.8 The DOO(P) OTCM system shall be capable of being activated by the driver without an
active door release command.

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G 3.1.8.1 Switching on the DOO(P) OTCM system monitors without releasing the doors
provides the driver with the means to determine whether it is safe to depart a
platform. This situation could occur when the train has made an unscheduled
stop at a station or when it is no longer in service.

G 3.1.8.2 The DOO(P) OTCM system needs to know which side of the train to monitor.
This input could be provided in conjunction with another on-board system
such as “right side door enable” or by manual selection.

3.1.9 The capability of the DOO(P) OTCM system to display the views of the train dispatch
corridor on the monitors whilst the train is departing from the platform is an open point in
this document.

G 3.1.9.1 To close the open point further studies are considered necessary into
foreseeable DOO(P) train departure scenarios to evaluate the benefits / dis-
benefits of providing the operational capability to keep the DOO(P) OTCM
system active during train departure.

3.1.10 The DOO(P) OTCM system shall be automatically turned off when the train has departed
from the platform.

G 3.1.10.1 The Conventional Rail Locomotives and Passenger Rolling Stock Technical
Specification for Interoperability (CR LOC & PAS TSI) clause 4.2.5.3 sets out
the following criteria to determine when a train has departed from a platform:

a) Platform end detected by an on-board device.

b) Alternatively the train is deemed to have left the platform when either:

i) The speed of the train reaches 15 (± 5) km/h.

Or

ii) The distance covered is 100 (± 20) m.

G 3.1.10.2 Turning off the monitors prevents the DOO(P) OTCM system from distracting
the driver during normal driving operations.

3.2 Technical requirements for DOO(P) OTCM system cameras

3.2.1 DOO(P) OTCM system cameras shall be compatible with the monitors to which they are
connected.

3.2.2 The DOO(P) OTCM system cameras shall:

a) Capture and transmit colour images.

b) Automatically adjust between varying light levels, so that changes in lighting levels do
not adversely impact the ability to interpret the images.

G 3.2.2.1 Experience with current technology shows it is better to select target zones
within the image as the basis for the control of brightness and contrast rather
than using an average of the whole image.

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G 3.2.2.2 The use of non-reflective / absorptive coatings / films in front of the camera
housing and on the internal surfaces of the housing reduces reflections seen
by the camera.

G 3.2.2.3 Provision of DOO(P) OTCM system cameras with the capability of viewing
images in conditions down to 1.5 lux permits the system to operate at station
platforms that are non-compliant with the lighting requirements in GI/RT7016.

G 3.2.2.4 Provision of a clear image of the train dispatch corridor with good contrast and
uniformity of brightness across the image gives the driver a clear view of the
train dispatch corridor. Technical solutions to give this image include charge
coupled device (CCD) with pixel-level exposure control.

G 3.2.2.5 As a minimum the DOO(P) OTCM system using a standard definition (SD)
camera with a resolution of 720 x 576 pixels and a refresh rate of at least
12 frames per second gives a clear image. High definition (HD) cameras with
a resolution of 1920 x 1080 pixels provide up to five times more detail than SD
cameras.

G 3.2.2.6 New document IEC 62580-2 is currently being developed and could provide
another means of satisfying these DOO(P) OTCM system camera
requirements when published.

3.2.3 The DOO(P) OTCM system cameras and the optical components of their housings shall be
such that the camera performance does not degrade as a result of naturally occurring
foreign objects, for example dirt, rain or snow.

G 3.2.3.1 Incorporating environmental protection to meet the requirements of ingress

protection 66 (IP66) prevents any degradation of the DOO(P) OTCM system
camera due to the ingress of dirt, snow and rain into the camera or housing.
Ingress protection is set out in BS EN 60529.

G 3.2.3.2 Camera housing having a glass optical element that is either flush or stands
slightly proud of the camera housing aids cleaning and the rejection of dirt
build up at the edges of the glass element. When used in conjunction with a
hydroscopic coatings this will aid water dispersion.

G 3.2.3.3 Abrasion resistant glass protection provides a means to maintain the optical
properties. The use of appropriate coatings can reduce fungal growth, caused
by hot / cold and moist cyclic conditions.

G 3.2.3.4 The provision of a heating element or demister prevents the build-up of snow
and ice over the optical element of the DOO(P) OTCM system housing.

G 3.2.3.5 Providing the DOO(P) OTCM system camera and housing as a sealed
modular assembly simplifies the work necessary to replace a
defective / damaged camera / housing at a maintenance facility.

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3.3 Positioning and alignment of DOO(P) OTCM system cameras on
vehicles
3.3.1 DOO(P) OTCM system cameras shall be fitted on both sides of each vehicle and remain
within the declared rolling stock swept envelope as set out in GM/RT2149.

3.3.2 The DOO(P) OTCM system cameras on each vehicle shall be positioned and aligned to
provide a view of the train dispatch corridor parallel to the vehicle body that encompasses:

a) A view along the bodyside adjacent to the passenger doors.

b) A minimum of 1500 mm measured horizontally from bodyside at the door positions.

c) At the door positions, 500 mm below the access step up to the top of the doors.

G 3.3.2.1 A view along the bodyside adjacent to the doors permits a person or object,
trapped on the outside of the train by the doors, to be visible on the DOO(P)
OTCM system monitors. The camera alignment is particularly important on
vehicles with recessed doors when the trapped person or object could be
partially within the recess space.

G 3.3.2.2 The appropriate selection of the portrait / landscape orientation of the camera
and its lens maximises the view of the dispatch corridor whilst avoiding the
need to electronically crop the camera images. Appropriate alignment of the
cameras will avoid glare caused by viewing illuminated bodyside indicators.

G 3.3.2.3 Using a targeting template positioned relative to a fixed position on the

bodyside can aid the alignment of the camera giving repeatability of set up so
that all images will have the same amount of train bodyside to platform ratio.
The template can also be useful when setting the camera focus point and
depth of field.

G 3.3.2.4 Vehicles with 1/3 and 2/3 door spacing have generally been fitted with
cameras at the diagonal corners of the vehicle to provide a view of the doors.
This arrangement of a single camera on the vehicle side leads to a blind spot
on each vehicle side at the end closest to the camera, as shown in Figure 1.

Figure 1 Single Camera with 1/3 and 2/3 door spacing

G 3.3.2.5 To mitigate against the blind spot identified in Figure 1, on straight or slightly
curved platforms the blind spot on the second and subsequent vehicles is
covered by the camera on the preceding vehicle.

G 3.3.2.6 Where all the DOO(P) OTCM system cameras are positioned at the leading
left-hand side in the direction of travel, on left-hand platforms the remaining
blind spot is at the front of the first vehicle. This blind spot could be covered
by the driver checking from the cab. However, on right-hand platforms (island
platforms), the corresponding blind spot is at the rear of the last vehicle of the
train and is a potential risk to safe train dispatch.

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G 3.3.2.7 Some multiple units have the DOO(P) OTCM system cameras on the two end
vehicles orientated to view towards the middle of the unit. With this
arrangement, the cameras are viewing into the lit area of the platform rather
than into a potentially dark zone beyond the platform. When these units are
coupled together, the platform adjacent to the coupled ends is viewed from a
camera that is positioned at least two vehicle lengths away, thus creating a
potential blind spot on curved platforms. Blind spots also occur at both the
front and rear of the train and are potential risks to safe train dispatch.

G 3.3.2.8 Undertaking a compatibility exercise identifies those station platforms where

any DOO(P) OTCM system camera blind spots cause a risk to safe train
dispatch. Operational measures and / or the provision of additional train
mounted or platform mounted equipment may be necessary to close out the
remaining hazards. These measures need to be implemented prior to
commencing DOO(P) with these vehicles.

3.4 Technical requirements for the DOO(P) OTCM system monitors

3.4.1 DOO(P) OTCM system monitors shall be electronically compatible with the cameras to
which they are connected.

3.4.2 The DOO(P) OTCM system monitors shall display colour images.

3.4.3 The DOO(P) OTCM system monitors shall automatically control the brightness and
contrast relative to the ambient lighting levels in the cab to present a readable image.

G 3.4.3.1 Providing an additional manual adjustment of the brightness and contrast

within a limited range above and below the automatic value permits the driver
to adjust the displayed image for viewing purposes.

3.4.4 The location and arrangement of the DOO(P) OTCM system monitors shall enable the
driver to view the displays whilst remaining at their normal driving position.

3.4.5 The position of the DOO(P) OTCM system monitors shall not obstruct the forward view
through the windscreen or impede access to the primary operational controls set out in
GM/RT2161.

G 3.4.5.1 Optimising the position of the DOO(P) OTCM system monitors allows for
minimum reading time and error, this aids in the timely dispatch of the train
from the platform.

G 3.4.5.2 The position and alignment of DOO(P) OTCM system monitors generates a
range of viewing angles relative to the position of the drivers head. Increasing
the angle away from perpendicular to the monitor screen can diminish the
screen readability.

G 3.4.5.3 Integrating the DOO(P) OTCM system monitors within the desk design is part
of the overall human factors analysis of the cab layout.

3.4.6 The screen readability of the DOO(P) OTCM system monitors shall not be diminished by,
or themselves produce, any unwanted reflections in the cab.

G 3.4.6.1 Low reflectance screens reduce the generation of reflections of the cab
interior thereby improving the screen readability.

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G 3.4.6.2 The use of non-reflective coatings within the driving cab and the addition of
solar rejection elements to side windows can assist in the reduction of internal
reflections and glare build up.

3.4.7 The DOO(P) OTCM system camera images to be displayed on the monitors shall be
displayed in a logical and consistent format to aid ease of viewing.

G 3.4.7.1 For ease of interpretation of the camera images the industry practice has been
to provide two monitors capable of presenting four images on each monitor.
This is suitable for train formations of up to eight vehicles.

G 3.4.7.2 Where trains longer than eight vehicles are operated, drivers given sufficient
time for viewing the images, can process up to a maximum of 12 images
presented on two monitors, that is six images per monitor. This is supported
by the findings of RSSB Research Project T535 ‘Assessing the impact of
increased numbers of CCTV images on driver only operation of trains’. The
final report can be found at http://www.rssb.co.uk.

G 3.4.7.3 Labelling the DOO(P) OTCM system monitors provides the driver with
information to readily determine which monitor is covering the front section of
the train and which is covering the rear section.

G 3.4.7.4 Multiple images shown on the DOO(P) OTCM system monitor arranged so
that the top row is read left to right, then the bottom row read left to right
provides the driver with a consistent view of the images. With this
arrangement the top left of the monitor represents the image from the vehicle
closest to the driver's position, an example is shown in Figure 2.

Figure 2 Display for 12 vehicles on two DOO(P) OTCM system monitors (showing
images from the front six vehicles)

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G 3.4.7.5 Other arrangements of images may be suitable provided they have been
assessed to be effective in representative conditions of use.

G 3.4.7.6 Providing the ability to switch between a DOO(P) OTCM system monitor
displaying several images to a full screen image from one of the vehicles on
the same monitor provides the driver with the ability to zoom into any areas of
concern. Additionally, being able to transfer the images from one monitor to
another could reduce the impact of a failure of a system monitor.

G 3.4.7.7 The switching of images depends on the design of the DOO(P) OTCM system
monitor. This could be a touch screen facility corresponding to the image to
be selected or by soft keys surrounding the monitor. This facility allows the
driver to toggle between the multiple images and the single image. RSSB
Research Project T906 ‘ERTMS / ETCS driver machine interface options for
future train cab design’ provides further information on the merits of touch
screen and soft key technology.

3.4.8 The DOO(P) OTCM system monitors shall automatically return to displaying the multiple
images of the train dispatch corridor prior to the train departing the platform.

G 3.4.8.1 This provides the driver with the ability to check the train dispatch corridor
before starting any train movement.

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Part 4 Optional interfaces with other on-board systems
4.1 Audio announcements
4.1.1 Trains with DOO(P) OTCM systems shall be capable of interacting with the means to make
an external announcement at any position along the train.

G 4.1.1.1 Where the driver considers that persons remaining in the dispatch corridor
present a risk to the train departing the platform, the ability to make external
announcements that the train is about to depart warns persons on the platform
to move to a position of safety. External announcements also alleviate the
need for the driver to leave the cab to deal with the situation.

G 4.1.1.2 Providing the means to switch between making a general audio broadcast
along the whole length of the train or provide a limited local audio
announcement provides the driver with the ability to target a specific area of
the train. This could also be linked to the ability for the driver to select a full
screen image from one of the DOO(P) OTCM system cameras on a vehicle.

4.2 Passenger alarm system and internal CCTV

4.2.1 The DOO(P) OTCM system shall be capable of interacting with the passenger alarm
system and internal CCTV systems.

G 4.2.1.1 Interacting with the passenger alarm system and other internal CCTV systems
provides assistance to the driver in the event of passenger alarm activation
during a departure from a platform.

G 4.2.1.2 The passenger alarm system set out in CR LOC & PAS TSI clause 4.2.5.3
requires an immediate application of the service or emergency brake when a
passenger alarm is activated and the train is departing from a platform.

G 4.2.1.3 In the event of a passenger alarm being activated, when a train is departing
from a platform the DOO(P) OTCM system could provide additional
information to the driver. The DOO(P) OTCM system monitors switching to
displaying full screen images from the DOO(P) OTCM system camera(s) on
the door side which had been released provides the driver with an external
view of the vehicle where the passenger alarm has been activated.

G 4.2.1.4 Where several DOO(P) OTCM system monitors are provided, it is

recommended that one monitor is configured to display images from internal
CCTV camera(s) in the event of a passenger alarm. The internal CCTV
images pointing towards the passenger doors, on the side last released,
provide the driver with an additional view on the vehicle where the passenger
alarm has been activated.

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4.3 Video recorder
4.3.1 The DOO(P) OTCM system images shall be capable of being recorded on an evidence
quality recording device.

G 4.3.1.1 Providing recorded images assists during the follow up of enquiries. The
recording of images may be integral with other on-train CCTV equipment, or
may be stand-alone for the DOO(P) OTCM system. Guidance on CCTV
recording systems suitable for enquiries is provided in GM/GN2606.

G 4.3.1.2 The recording of images should cover the period when the DOO(P) OTCM
monitors are active in the cab. Consideration should also be given to continue
to record images from the cameras until the full length of the train passes the
end of the station platform.

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Part 5 Assessment of the DOO(P) On-train
Camera / Monitor System
5.1 Assessment tests
5.1.1 Tests shall be undertaken to assess the DOO(P) OTCM system functionality and the
alignment of the cameras on the train. Additionally, the tests shall consider each of those
station platforms where it is intended to operate the DOO(P) OTCM system.

G 5.1.1.1 The methods to assess the performance of train dispatch using station
platform mounted camera / monitor systems are set out in GE/GN8560.
These methods are also applicable to the self-contained DOO(P) OTCM
systems.

G 5.1.1.2 Human factors methods to demonstrate that the system adequately supports
human performance in the train dispatch task and the involvement of users in
the performance tests provides information to assess whether the system is fit
for purpose. Consideration of methods to collect user feedback and
performance data for the system also provides information to enhance the
system where issues have been identified.

G 5.1.1.3 Undertaking a compatibility exercise identifies those station platforms where

the proposed DOO(P) OTCM system does not fully address the risks to safe
train dispatch. Operational measures and / or the provision of additional train
mounted or station platform mounted equipment could be necessary to close
out the remaining hazards.

5.2 Acceptance testing of camera / monitor system

5.2.1 The acceptance tests shall be undertaken under a variety of external lighting levels from
full daylight down to the minimum illumination at station platforms intended to be used with
DOO(P) as set out in GI/RT7016.

5.2.2 The test criteria for a DOO(P) OTCM system shall include representative incident
scenarios.

G 5.2.2.1 Incident scenarios include:

a) An adult trapped aware - an adult passenger standing against / trapped

in the train doors making vigorous efforts to attract attention.

b) An adult caught unaware - an adult passenger standing tight against the

train but, either as yet unaware they have clothing caught or otherwise
making little effort to attract attention assuming the doors will re-open.

c) A two year old child, 825 mm tall and 150 mm deep (side on view),
dressed in neutral colours close to the train doors.

d) A pushchair - left on platform close to the train doors.

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5.2.3 Target objects used for simulating incidents shall be the same as or similar to those used
when assessing other train dispatch methods.

G 5.2.3.1 GE/GN8560 Appendix B provides information on target objects.

G 5.2.3.2 Transport for London G-150 provides additional guidance on test target
objects.

5.3 Viewing capability of camera / monitor system

5.3.1 The visual detection of the target object shall include a minimum angular size of the height
of the target object as displayed on the DOO(P) OTCM system monitor and subtended at
the observer's eye. This minimum angular size shall be 20 minutes of arc.

G 5.3.1.1 Moving the viewing test target along the platform edge and 1500 mm from the
platform edge parallel to the train assesses whether for all points along the
train a complete image of the viewing test target appears in at least one image
on the DOO(P) OTCM system monitors.

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References
The Catalogue of Railway Group Standards and the Railway Group Standards DVD give
the current issue number and status of documents published by RSSB. This information is
also available from www.rgsonline.co.uk.

RGSC 01 Railway Group Standards Code

RGSC 02 The Standards Manual

Documents referenced in the text

Railway Group Standards
GE/RT8060 Engineering Requirements for Dispatch of Trains from
Platforms
GI/RT7016 Interface between Station Platforms, Track and Trains
GM/RT2149 Requirements for Defining and Maintaining the Size of
Railway Vehicles
GM/RT2161 Requirements for Driving Cabs of Railway Vehicles
RSSB documents
GE/GN8560 Guidance on Engineering Requirements for Dispatch of
Trains from Platforms
GM/GN2606 Guidance on the Fitment and Functionality of Forward and
Rear Facing Cameras on Rolling Stock
RIS-3703-TOM Rail Industry Standard for Passenger Train Dispatch and
Platform Safety Measures
T535 Assessing the impact of increased numbers of CCTV
images on driver only operation of trains’ The final report
can be found at http://www.rssb.co.uk
T906 ERTMS / ETCS driver machine interface options for future
train cab design. The reports can be found at
http://www.rssb.co.uk.
Other References
BS EN 60529:1992+A2:2013 Degrees of protection provided by enclosures (IP code)
CR LOC & PAS TSI Conventional Rail Locomotives and Passenger Rolling
Stock TSI, Decision 2011/291/EU,
(OJ L139/1, 26.5.2011, p1)
G-150 Transport for London Manual of Good Practice –
Telecommunications – OPO CCTV Systems
IEC 62580-2 Electronic Railway Equipment - On-Board Multimedia
Systems for Railways – Part 2: Video surveillance / CCTV
(Scheduled for publication in 2013)

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