MTM DESIGN PRACTICE NOTE PROVISION FOR UNASSISTED ACCESS AT EXISTING METROPOLITAN RAILWAY STATIONS

Transcription

1 Approval Amendment Record Approval Date Version Description 14/08/ Initial issue under MTM PRINTOUT MAY NOT BE UP-TO-DATE; REFER TO METRO INTRANET FOR THE LATEST VERSION Page 1 of 9

2 Table of Contents 1 Purpose Scope Abbreviations Responsibilities Background Issue Requirement Assessment Criteria for Installation of RBP s Track Geometry Track Condition Track Alignment Operational Criteria Platform Width Platform Coping Condition Design Requirements Track Alignment Raised Boarding Pad Platform Coping Visibility Aids Clearance Monuments Type Approval References Documents Appendices Discussion Paper : Unassisted Wheelchair Access Platform Height and Gap... 9 PRINTOUT MAY NOT BE UP-TO-DATE; REFER TO METRO INTRANET FOR THE LATEST VERSION Page 2 of 9

3 1 Purpose The purpose of this design practice note is to provide guidelines and define the requirements for modifications to existing platforms, to provide unassisted access for wheelchair bound patrons between trains and platforms of the Melbourne Metropolitan railway stations. 2 Scope This design practice note (DPN) shall be applicable to the design and construction of all Raised Boarding Pads at Metropolitan railway stations. 3 Abbreviations DPN RBP DSAPT MTM NCC TGSI DDA PGF PTV Design Practice Note Raised Boarding Pad Disability Standards for Accessible Public Transport Metro Trains Melbourne Pty Ltd National Construction Code (Building Code of Australia) Tactile Ground Surface Indicators Commonwealth Disability Discrimination Act Platform Gap Filler Public Transport Victoria 4 Responsibilities MTM Project Managers and Development Managers shall ensure that this DPN is clearly noted in the project brief and arrange for compliance by designers and contractors. MTM Project Managers shall ensure that all risks related to these works, including design and safety risks, are assessed and eliminated or treated as appropriate. Designers shall ensure that the design of the RBP s fully meet the requirements of DSAPT, the Building Code of Australia and the project brief. The only exception to this is the gap between the train and the platform edge as described in this DPN. MTM Engineering shall assure by review that the requirements of this DPN have been met. PRINTOUT MAY NOT BE UP-TO-DATE; REFER TO METRO INTRANET FOR THE LATEST VERSION Page 3 of 9

4 5 Background Over the operational period of Melbourne s metropolitan railway, various rolling stock and standards for station platform heights have resulted in diverse horizontal and vertical clearances between platform and train. DDA requires a public transport operator to make transport available to persons with disabilities. Metro Trains Melbourne (MTM)'s train drivers are currently responsible for assisting wheelchair passengers in and out of trains due to the large gaps between train and platform. Currently drivers are required to deploy a portable ramp to bridge the vertical and horizontal gap between the train and the platform. 6 Issue Although effective, the use of portable wheelchair ramps increases dwell time and also results in Lost Time Injuries of drivers due to manual handling. Customers using wheelchairs or mobility scooters do not have the option to embark/ disembark a train without the driver s assistance. In order to provide DDA Compliant unassisted access to passengers using wheelchairs and mobility scooters, the horizontal and vertical gaps must comply with the tolerances specified by the Disability and Discrimination Act, namely a maximum horizontal gap of 40mm and vertical gap of 12mm between train and platform. Due to the degree of variation in the static dimensions of Metropolitan rolling stock at platforms (refer to Section 10.1 for the Discussion Paper: Provision of Unassisted Access at Existing Railway Stations) these limits cannot be achieved. However, it is important to improve access for all users of public transport by reducing the gap between the platform and rolling stock. From initial trials undertaken with RBP s most wheel chairs can traverse a gap greater than 40mm and a height difference of 50mm. MTM prepared a discussion paper in May 2013 outlining the issues and impediments to establishing standard platform heights and gaps for unassisted wheel chair access across the metropolitan rail network. As a result of the varying rolling stock floor heights and train widths, under the various loading and maintenance parameters, an optimal platform height and width was established to accommodate the metropolitan passenger fleet. This discussion paper led to the establishment of a DPN for new platform construction for the Metropolitan railway. Within the Metropolitan area a trial of raised boarding pads for unassisted access has been undertaken with varying degrees of success. A new platform construction at Springvale, with provision of PGF s, has been struck on a number of occasions due to the kinematic effects of train and track tolerances. Due to the additional platform gaps required on curved platforms, and the additional width of locomotive hauled freight and heritage rolling stock, provision for raised boarding platforms on these corridors has been deferred until an analysis of the dynamic impacts of rolling stock on the track can be validated. This DPN does not mandate that unassisted access shall be provided at stations and platforms of the metropolitan rail network. The locations for unassisted access shall be evaluated and determined by MTM in consultation with PTV. PRINTOUT MAY NOT BE UP-TO-DATE; REFER TO METRO INTRANET FOR THE LATEST VERSION Page 4 of 9

5 7 Requirement This DPN shall define the engineering requirements of RBP design and construction. All ramps, steps or barriers where required between the existing platform surface level and the RBP level shall be installed in accordance with DSAPT. All modifications and installations shall comply with NCC. 7.1 Assessment Criteria for Installation of RBP s An initial assessment shall be conducted to evaluate a suitable location for the RBP. This assessment will ensure that the RBP is built on tangent track, acceptable track condition and the track alignment is within design tolerances Track Geometry The initial assessment must ensure that the track alignment is tangent for a minimum length of 24m either side of the RPB. RBP s will not be installed on curved track alignment Track Condition The provision of RBP s for unassisted access will reduce the clearance tolerance to the platform coping face and thus to reduce the kinematic effects of the rolling stock the installation of concrete sleepers is required for a minimum of 24 metres either side of the RBP through the section of tangent track. The RBP is defined as the 8 metre section of platform at 1170 mm height above the top of rail. It does not include the approach walkways Track Alignment The optimum design alignment of the track centreline to the platform coping through the RBP track section needs to be within the maintenance tolerance of 1550mm -25, +50mm to enable optimum platform alignment when installing the RBP Operational Criteria Corridors where dedicated metropolitan rolling stock operate are suited to the provision of RBP s. Where freight or locomotive hauled rolling stock are required to utilise a platform road with RBP s the kinematic impact of the proposed rolling stock is required to be verified and approved by the Chief Engineer prior to installation Platform Width The desirable clear platform width is 3500mm to accommodate the turning circle of a mobility scooter exiting a saloon door with a second mobility scooter waiting to board the first saloon door in accordance with Figure 1. For existing locations with restricted platform widths, the absolute minimum RBP width shall be 2535mm with a requirement of a mobility scooter holding zone in accordance with Figure 3. Installation of RBP s at locations that do not satisfy Figure 1, 2 or 3 of the mobility scooter access path width requirements, will require a standard waiver as approved by the Chief Engineer. PRINTOUT MAY NOT BE UP-TO-DATE; REFER TO METRO INTRANET FOR THE LATEST VERSION Page 5 of 9

6 7.1.6 Platform Coping Condition The condition of the existing platform coping must be assessed by a qualified structural engineer to ensure that a minimum of 10 years life remains. Copings that are in poor condition are not suitable for installation of PGF. 7.2 Design Requirements Where conditions to can be satisfied, a General Arrangement layout drawing will be produced by the designer and approved by MTM Engineering. Any modifications to the requirements defined in this Design Practice Note will require justification as defined in the Standard Waiver Procedure (L1-CHE-PRO-001) Track Alignment The design of the RBP will be based on the optimal track design alignment for the platform. In the event that the existing track is out of tolerance and an existing optimal design alignment is not available, it will be necessary to undertake a survey and design for the proposed station platform track alignment. Consideration will need to be given to track centres through the platform, adjacent track constraints beyond the platform, existing platform height and the overhead heights and stagger. The optimal track design is required to be submitted to the Head of Engineering, Track and Structures, or delegate, for review and acceptance prior to undertaking works Raised Boarding Pad The design of the RBP shall meet the following design requirements. a. The RBP shall be installed from the train stopping indicator to a position 8 meters along the platform, to ensure the leading saloon door for all variations of MTM rolling stock stops adjacent to the RBP. In the case where a risk assessment identifies additional capacity for unassisted access, the length of the RBP may be extended to accommodate for 2 doors of the leading saloon. b. The provision for unassisted access requires the platform height from top of rail to coping to be 1170mm and the horizontal distance from the track centerline shall be reduced to 1490mm through the use of platform gap fillers (PGF). On corridors where Siemens trains operate, the horizontal distance will be set at 1510mm to make provision for the plug doors. c. The RBP shall grade away from the coping in accordance with the Metropolitan Railway Standard (L1-CHE-STD-013). d. The drainage on the RBP, and at the base of the walkways approaching the RBP s, will need to ensure water is not able to pool on the RBP or on the walkway ramps leading to the RBP. e. The walkway approaching the RBP shall be no steeper than 1 in 20. f. The RBP shall be designed to support the loading defined in the Metropolitan Railway Standard (L1-CHE-STD-013) PRINTOUT MAY NOT BE UP-TO-DATE; REFER TO METRO INTRANET FOR THE LATEST VERSION Page 6 of 9

7 7.2.3 Platform Coping The design of the platform coping along the RBP shall meet the following design requirements. a. PGF s shall be installed for the length of the RBP to reduce the horizontal gap between the train and platform. b. The PGF is available in various size profiles but comprises flexible fingers capable of lateral deflection with the passage of trains without permanent damage. Note: While the length of the fingers varies depending on the size selected, the amount of displacement is significantly limited due to the friction between the fingers. As an example, 60mm long fingers can only deflect approximately 10mm. c. Structural details for the proposed connection of the PGF to existing platform shall be documented on design drawings. The size of the PGF shall be nominated. d. PGFs shall be white to match the line marking on the platform coping. e. The PGF shall be capable of safely supporting a wheelchair mass of 300kg. f. The modifications to the platform face or coping shall comply to Section 12.7 of the Metropolitan Railway Standard (L1-CHE-STD-013). Specifically, all materials must be non-conductive to protect against rail to earth potentials between trains and the platform structure. The construction and maintenance requirements for PGF s will be available in the Technical Maintenance Plan developed for the approved product. A Type Approval for all approved products will be developed for the PGF Visibility Aids Existing aids adjacent to the platform coping comprising TGSI and line markings are to be continued and restored where necessary following modifications to the platform surface. The line marking in the vicinity of the RBP will need to be compliant with the Metropolitan Railway Stations Standard with additional designated areas for wheelchair waiting bays (refer Figure 1, Figure 2 and Figure 3) Clearance Monuments Clearance monuments are required to be installed on the face of the platform support structure at each end of the RBP to assist with checking clearances during inspections and maintenance activities. Standard drawing STD_C0024, with an MTM logo, is an approved clearance monument. PRINTOUT MAY NOT BE UP-TO-DATE; REFER TO METRO INTRANET FOR THE LATEST VERSION Page 7 of 9

8 Figure 1 Desired platform width Figure 2 Minimum fully compliant DSAPT platform PRINTOUT MAY NOT BE UP-TO-DATE; REFER TO METRO INTRANET FOR THE LATEST VERSION Page 8 of 9

9 Figure 3 Absolute minimum platform width 8 Type Approval To be advised. 9 References Documents AS 1428 Design for Access and Mobility Disability Standards for Accessible Public Transport Building Code of Australia 2014 L1-CHE-STD-013 Metropolitan Railway Stations Standard L0-SQE-PRO-031 Enterprise Risk Management Procedure L1-NAM-INS-007 Platform Height new platform construction for the Metropolitan railway. Discussion Note: Provision for Unassisted Access at Existing Railway stations (May 2013) L1-CHE-PRO-001 Standard Waiver Procedure 10 Appendices 10.1 Discussion Paper : Unassisted Wheelchair Access Platform Height and Gap PRINTOUT MAY NOT BE UP-TO-DATE; REFER TO METRO INTRANET FOR THE LATEST VERSION Page 9 of 9