# L&P – Locomotive & passenger-related instructions (L&P)

## L&P.SANSanding (SAN)

L&P.SAN.1If the train is equipped with manually activated sanding equipment, the driver shall always be allowed to apply sand but shall avoid it wherever possible:

1. in the area of points and crossings,
2. during braking at speeds less than 20 km/h,
3. when at standstill.

The exceptions to this are:

1. if there is a risk of SPAD (Signal Passed At Danger), or other serious incident and the application of sand would assist adhesion,
2. when starting away,
3. when required to test the sanding equipment on the traction unit.

L&P.SAN.2In case where an automatic sanding function is provided, it shall be possible for the driver to suspend its use on particular points of the track identified in operating rules as non-compatible with sanding

## L&P.AXBAxle bearing condition monitoring (AXB)

L&P.AXB.1For units of maximum design speed higher than or equal to 250 km/h, on board detection equipment shall be provided.

L&P.AXB.2For units of maximum design speed lower than 250 km/h, and designed to be operated on others track gauge systems than the 1520 mm system, axle bearing condition monitoring are provided and achieved either by on board equipment or by using track side equipment.

L&P.AXB.3The detection system is located entirely on board the unit and diagnosis messages shall be made available on board.

## L&P.VGSAutomatic variable gauge systems (VGS)

L&P.VGS.1For trains equipped with an automatic variable gauge system :after passage through the track gauge changeover facility, the verification of the state of the locking system (locked or unlocked) and of the position of the wheels shall be performed by one or more of the following means: visual control, on-board control system or infrastructure/facility control system. In case of on-board control system, a continuous monitoring shall be possible.

## L&P.WRMWheel rotation monitoring system (WRM)

L&P.WRM.1Units of design maximum speed higher or equal to 250 km/h shall be equipped with a wheel rotation monitoring system to advise the driver that an axle has seized.

## L&P.AUDAudible communication system (AUD)

L&P.AUD.1All trains are equipped as a minimum with a means of audible communication:

1. for the train crew to address the passengers in a train
2. for internal communication between the train crew and in particular between the driver and staff in the passenger area (if any).

L&P.AUD.2The equipment is able to remain on standby independently of the main energy source for at least three hours, during which the standby time the equipment is able to actually function at random intervals and periods during an accumulated time of 30 minutes.

## L&P.ALMPassenger alarm (ALM)

L&P.ALM.1All units designed to carry passengers and units designed to haul passenger trains are equipped with passenger alarm devices. The passenger alarm function gives to anyone in the train the opportunity to advise the driver of a potential danger, and has consequences at operating level when activated (e.g. braking initiation in absence of reaction from the driver). With the exception of toilets and gangways, each compartment, each entrance vestibule and all other separated areas intended for passengers shall be equipped with at least one clearly visible and indicated alarm device to inform the driver of a potential danger. Once activated it cannot be cancelled by passengers.

L&P.ALM.2At the triggering of the passenger alarm, the driver is informed by both visual and acoustic signs that one or more passenger alarms have been activated.

L&P.ALM.3A device in the cab allows the driver to acknowledge his awareness of the alarm. The driver's acknowledgement shall be perceivable at the place where the passenger alarm was triggered and shall stop the acoustic signal in the cab.

L&P.ALM.4In case of multiple activations, the driver’s acknowledgement of the passenger alarm for the first activated passenger alarm device initiates the automatic acknowledgement for all further activated devices, until all activated devices have been reset.

On the driver's initiative, a communication link can be established between the driver's cab and the place where the alarm(s) was/were triggered for units designed for operation without staff on-board (other than driver).For units designed for operation with staff on-board (other than driver), it is permitted to have this communication link established between the driver's cab and the staff on-board.

The driver can then cancel this communication link.

L&P.ALM.5The passenger alarm can be reset with a device available to the crew.

When the train is stopped at a platform or departing from a platform, activation of a passenger alarm leads to a direct application of the service brake or the emergency brake, resulting in a complete stop. In this case, only after the train has come to a complete stop, the driver can cancel any automatic braking action initiated by the passenger alarm.

L&P.ALM.6In other situations, 10 +/-1 seconds after activation of the (first) passenger alarm, at least an automatic service brake is initiated unless the passenger alarm is acknowledged by the driver within this time. The driver can override at any time an automatic braking action initiated by the passenger alarm.

## L&P.PASCommunication devices for passengers (PAS)

L&P.PAS.1Units designed for operation without staff on-board (other than driver) is equipped with a ‘communication device’ for passengers to inform a person who can take appropriate action. With the exception of toilets and gangways, each compartment, each entrance vestibule and all other separated areas intended for passengers shall be equipped with at least one clearly visible and indicated communication device to inform a person who can take appropriate action of a potential danger.

L&P.PAS.2This communication link is requested on the initiative of the passenger. The person receiving the communication (e.g. driver) can cancel this communication link.

## L&P.DORDoor opening, closing and locking (DOR)

L&P.DOR.1In all units designed to carry passengers and units designed to haul passenger trains, a door control device allows the train crew, meaning the driver or another on-board staff member, to close and lock all the doors before the train departs.

L&P.DOR.2When the centralised door closing and locking is activated from a local control, adjacent to a door, it is permissible for this door to remain open when the other doors close and lock. The door control system allows the staff to close and lock this door subsequently before departure.

L&P.DOR.3An appropriate ‘doors-closed proving system’ allows the train crew (including the driver) to check at any moment whether or not all the doors are closed and locked.

L&P.DOR.4If one or more doors are not locked, this shall be continuously indicated to the train crew.

L&P.DOR.5An Indication provides to the train crew of any fault of a door closing and/or locking operation.

L&P.DOR.6Audible and visual alarm signal indicates to the train crew an emergency opening of one or more doors.

L&P.DOR.7A ‘door locked out of service’ is permitted to be by-passed by the ‘doors-closed proving system’.

L&P.DOR.8Door release controls allows the train crew or an automatic device associated with the stop at a platform, to control the release of doors separately on each side, allowing them to be opened by passengers or, if available, by a central opening command when the train is at a standstill.

L&P.DOR.9Traction power can be applied only when all doors are closed and locked. This is ensured through an automatic door-traction interlock system. The traction interlock system shall be provided with a manual override, intended to be activated by the driver in exceptional situations, to apply traction even when not all of the doors are closed and locked.

## L&P.LIGHead and marker lights (LIG)

L&P.LIG.1Each train is provided with at least two white headlamps located at the same height above the rail level and symmetrically compared to the centre-line of at the front end of the train in order to give visibility for the train driver.

L&P.LIG.2Three white marker lamps, among which two lower marker lamps are located at the same height above the rail level and symmetrically compared to the centre-line of rails and the third is located centrally above the two lower lamps are provided at the front end of the train in order to make the train visible.

L&P.LIG.3Two red tail lamps shall be provided at the rear end of units intended to be operated at the rear end of the train in order to make the train visible. They are located at the same height above the rail level and symmetrically compared to the centre-line of rails.

L&P.LIG.4The driver can control:

1. the head, marker lamps of the unit from the normal driving position;
2. the tail lamps of the unit from the cab.

This control may use independent command or combination of commands.

## L&P.HORHorn - audible warning device (HOR)

L&P.HOR.1Trains shall be fitted with warning horns intended to be recognisable as being from a train and not be similar to warning devices used in road transport or as factory or other common warning device in order to make the train audible. Their use at operational level may be subject to restrictions.

L&P.HOR.2The driver can sound the audible warning device from the cabin.

## L&P.TCTTraction (TCT)

L&P.TCT.1The purpose of the train traction system is to ensure that the train is able to be operated at various speeds up to its maximum service speed. The primary factors that influence traction performance are traction power, train composition and mass, adhesion, track gradient and train running resistance.

## L&P.ELEOperation within range of voltages and frequencies (ELE)

L&P.ELE.1The actual value of the line voltage shall be available in the driver cab in driving configuration.

L&P.ELE.2Electric units of maximum design speed higher than or equal to 250 km/h shall be able to receive from the ground the information related to the location of the separation section, and the subsequent commands to the control of the pantograph and main circuit breaker shall be triggered automatically by the unit, without intervention of the driver.

L&P.ELE.3For units of maximum design speed lower than 250 km/h, the subsequent commands are not required to be automatic, and therefore requires action from the driver. The rolling stock configuration on automatic or manual command is recorded in the technical documentation.

## L&P.CABDriver's Cab (CAB)

L&P.CAB.1Driver's cab permit operation by a single driver by design.

L&P.CAB.2The driver's cab may be accessible from both sides of the train from 200 mm below top of rail.

L&P.CAB.3The driver's cab is designed to allow the driver, at both his seated and standing driving positions, a clear and unobstructed line of sight in order to distinguish fixed signals set to both the left and right of a straight track, and in curves with a radius of 300 m or more, under the conditions defined in Appendix F.

L&P.CAB.4For locomotives with central cab and for OTMs, in order to ensure the visibility of low signals, it is permitted that the driver moves to several different positions in the cab in order to meet the above requirement; it is not required to meet the requirement from the seated driving position.

L&P.CAB.5The cab is be designed to allow the driver to have a rear view of each side of the train at stand still; this is achieved by: opening side windows or panel at each side of the cab, exterior mirrors or camera system.

L&P.CAB.6In case of opening side windows or panel used, the opening must be sufficiently large for the driver to put his head through the aperture; additionally, for locomotives and driving coaches intended to be used in a train composition with a locomotive, the design shall allow the driver at the same time to operate the emergency brake.

L&P.CAB.7The driver's seat is designed in such a way that it allows him to undertake all normal driving functions in a seated position. It must allow for correct posture of the driver from the physiological point of view and must be adjustable.

L&P.CAB.8To allow the display on the driver's desk surface of paper documents required during driving, a reading zone of minimum size 30 cm width per 21 cm high is available in front of the driver's seat.

L&P.CAB.9Operating and control elements must be clearly marked, so that they are identifiable by the driver.

L&P.CAB.10If the traction and/or braking effort is set-up by a lever (combined one or separated ones), the ‘tractive effort’ shall increase by pushing the lever forwards, and the ‘braking effort’ shall increase by drawing the lever towards the driver.

L&P.CAB.11If there is a position for emergency braking, it shall be clearly distinguished from those of the other positions of the lever (e.g. by a notch).

L&P.CAB.12Cab general lighting is provided on driver's command in all normal operational modes of the rolling stock (included ‘switched off’).

L&P.CAB.13An independent and adjustable lighting of instruments is provided.

L&P.CAB.14The driver's cab is equipped with a means to monitor the driver's activity, and to automatically stop the train when a lack of driver's activity is detected.

L&P.CAB.15The driver's activity is monitored when the train is in driving configuration and is moving ; this monitoring is done by controlling the action of the driver on recognised driver interfaces such as dedicated devices (e.g. pedal, push buttons, sensitive touches…) and/or recognised driver interfaces with the Train Control and Monitoring System.

When no action is monitored on any of the recognised driver interfaces during more than a time of X seconds, a lack of driver's activity is triggered.

The system allows for the adjustment (at workshop, as a maintenance activity) of the time X within the range of 5 seconds to 60 seconds.

When the same action is monitored continuously for more than a time not higher than 60 seconds without any further action on a recognised driver interface, a lack of driver's activity is also triggered.

Before triggering a lack of driver's activity, a warning is given to the driver, in order for him to have the possibility to react and reset the system.

The system shall have the information ‘lack of driver's activity triggered’ available for being interfaced to other systems (i.e. the radio system).

A lack of driver's activity when the train is in driving configuration and is moving leads to a full service brake or an emergency brake application on the train.

In case of application of a full service brake, its effective application is automatically controlled and in case of non-application, it must be followed by an emergency brake.

L&P.CAB.16The following information is indicated in the driving cabs:

1. Max. speed (Vmax),
2. Identification number of rolling stock (traction vehicle number),
3. Location of portable equipment (e.g. self-rescue device, signals),
4. Emergency exit.

L&P.CAB.17If a radio remote control function is provided for a staff member to control the unit during shunting operations, it shall be designed to allow him to control the train movement safely, and to avoid any mistake when used. The staff member using the remote control function must visually detect train movement when using the remote control device.

## L&P.DFDerailment Prevention Function or Derailment Detection Function (DF)

L&P.DF.1For locomotives hauling freight wagons fitted with Derailment Prevention Function (‘DPF’) or Derailment Detection Function (‘DDF’), both visual and acoustic alarms shall indicate in the driver’s cab that the train is:

1. In risk of derailment, in case the alarm is sent by a DPF or
2. Just derailed, in case the alarm is sent from a DDF.

L&P.DF.2A device in the driver’s cab allows the acknowledgment of the alarm above.

L&P.DF.3If the alarm is not acknowledged from the driver’s cab in 10 +/-1 seconds, a full service brake or is automatically applied. It must be possible to override or disable the automatic brake application from the driver’s cab.

## L&P.OBEOn-board equipment (OBE)

L&P.OBE.1A space is available in or near the driver's cab to store the following equipment, in case they are needed by the driver in emergency situation:

1. Hand-lamp with red and white light
2. Short circuiting equipment for track-circuits
3. Scotches, if the parking brake performance is not sufficient depending on track gradient.
4. A fire extinguisher (to be located in the cab).
5. On manned traction units of freight trains: a self-rescue device.

## L&P.ELGEmergency lighting (ELG)

L&P.ELG.1To provide protection and safety on board in the event of emergency the trains shall be equipped with an emergency lighting system. This system shall provide a suitable lighting level in the passenger and in the service areas for a minimum operating time of 90 minutes after the main energy supply has failed.

## L&P.SMKSmoke control (SMK)

L&P.SMK.1To prevent smoke that could be inside a vehicle from spreading can switch off the ventilation and recirculation at vehicle level, this may be achieved by switching off the ventilation.

L&P.SMK.2It is permissible to trigger these actions manually by the on-board staff, or by remote control; the triggering is permitted to be at train level, or at vehicle level.

L&P.SMK.3The subsequent commands of close all means of external ventilation can be automatic or manual through intervention of the driver. The rolling stock configuration on automatic or manual command is recorded in the technical documentation.