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ACCESSIBLE RAIL STATION PLATFORM INDEPENDENT GAP FILLER for of PERSONS with REDUCED MOBILITY Dr Emmanuel Matsika Mr

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ACCESSIBLE RAIL STATION PLATFORM INDEPENDENT GAP FILLER for of PERSONS with REDUCED MOBILITY Dr Emmanuel Matsika Mr ACCESSIBLE RAIL STATION PLATFORM INDEPENDENT GAP FILLER FOR OF PERSONS WITH REDUCED MOBILITY Dr Emmanuel Matsika Mr. Lingong Li Newcastle University, Newcastle, UK Email: [email protected] Abstract The enactment of the UK DDA 1995/2005 (now Equality Act 2010) and enforcement of the 2008 EC TSI for Persons with Reduced Mobility (PRM) (now TSI PRM 2014) have led to an increasing number of PRMs travelling by rail. Despite this, safety concerns exist as infrastructure managers and train operators adapt to new requirements for accessibility. For example, accidents which occur at the platform-train interface (PTI) can result in severe injuries. This paper reviews different gap fillers and provides a new design concept to resolve this challenge. The research applies science and technology to work toward promoting equal access of PRMs to transportation systems. It presents a boarding mechanism that helps PRMs to board and alight independently through automatically actuating platform-based ramp. It applies 3 degrees of freedom (DoF) for translation motion, and 2DoF for angular motion. A combination of these 5DoF ensure successful gap filling. The actuations are controlled by infrared and inductive sensors. The system is capable of moving 2m along the platform. It covers a maximum horizontal gap of 500mm and has a maximum inclination of 10.2°. The concept aims to reduce dwell time, despite the presence of PRMs. This allows zero interference for the door usage from all passenger groups. In addition, it facilitates effective crowd flow management during boarding and alighting. An evaluation based on cost, performance, safety and crowd flow shows the effectiveness of the mechanism. It is recommended that it should be installed at all platforms to help PRMs board independently. Corresponding safety standards and regulations need to be developed to ensure safety and security of the mechanism. The system can be installed both at retrofitted and new-build platforms. It therefore has potential to promote job creation through design, manufacture, installation, operations and maintenance, thereby contributing to the socio-economic situation of a country. Keywords: PRMs; PTI Gap Filler; Accessibility; TSI PRM; DoF; Socio-economic INTRODUCTION Background Rail transport serves over 1.6 billion passengers annually worldwide. It is regarded as one of the most important modes of transport due to the stability, safety, large capacity and relatively low cost. Its green credentials render it attractive with climate change being on top of the global agenda. One of its concerns is safety in stations, particularly the platform train interface (PTI). Usually, there is a gap at the PTI which presents a hazard for passengers. Although the number of accidents which occur at the PTI is low, 20% of weighted injuries and 36% of passenger fatality risks occur at the PTI (RSSB, 2019). The UK rail industry experiences approximately 1,500 PTI incidents annually, with 38 resulting in fatalities per decade. One group of passengers most at risk are persons with reduced mobility (PRMs). By EU definition, PRMs include not only persons with disabilities, but also the elderly, pregnant women, passengers carrying luggage, etc. A recent survey found that using this definition, about 50% of rail passengers are PRMs (Lemmerer et al, 2018). The enactment of the UK Disability Discrimination Act (DDA) 1995/2005 (now incorporated in the Equality Act 2010), and enforcement of the 2008 European Commission (EC) Technical Standards on Interoperability for Persons with Reduced Mobility (TSI PRM) (now updated to TSI PRM 2014) have led to an increasing number of PRMs travelling by rail. Despite this, safety concerns exist as infrastructure managers and train operators adapt to new accessibility requirements. Currently, most PRMs, especially persons with disabilities cannot board and alight without assistance. They find travelling by rail challenging due to PTI concerns (Matsika et al, 2013). The PTI gap is affected by many factors (Atkins Rail. 2004). Step height is determined by the train floor height and platform height. Floor height is determined by the suspension displacement and wheel diameter. Track radius and speed at platform also have an influence on the gap stepping distance. Lastly, track cant which helps the trains to pass the curves has an effect of leaning the train towards a convex platform, reducing stepping distance, or away from a concave platform, increasing stepping distances. This paper reviews different PTI gap fillers and provides a new design concept to resolve this challenge. The research applies science and technology to work towards promoting equal access of PRMs to transportation systems. The design concept helps PRMs to board and alight independently through automatically actuating platform-based ramp. This work constitutes Phase II of the research, with Phase I (research background) having been carried out by Guo (2018). Aims and Objectives In this research, the previous designs are reviewed in order to develop a new mechanical mechanism to resolve the PTI gap problem to help PRMs to board and alight safely and easily. A recommendation is made for application of sensors and a computer software to enable the operation of the mechanism to compensate the gaps automatically. Below are the research objectives: • Review the design concept from the previous researcher (Guo, 2018). • Select the best solution for further development. • Design the mechanism and produce CAD drawings. • Make recommendations for automation of the mechanism. • Explain how this solution contributes to the socio-economic situation of the wider society. Methodology Firstly, the researchers visited Newcastle Rail Station to collect some information necessary for the new design. This helped with identifying and recording of different types of trains that the station serves. Measured were train door dimensions, PTI horizontal (l) and vertical (h) distances, and train dwell time (t). Noted also was the crowd flow and station capacity. This information augmented secondary data. Secondly, existing gap-filler designs were reviewed. Their advantages and disadvantages were analysed. A comparison of different designs was done to select the one most suitable for further development. The evaluation criterion was based on the following factors; cost, safety, performance and other indicators. Thirdly, the detail dimension and structure of the parts and assembly of the mechanism was completed using SolidWorks software. The design data came from field primary data and (literature) secondary data. The result was a 3D CAD model. An animation was developed to demonstrate the functionality of the design concept. Fourthly, recommendations were made for automation of the mechanism. The operational principles were demonstrated. Fifthly, the design concept was evaluated using factors cost, performance, safety and crowd flow and station capacity by applying Likert scale evaluation criterion. Finally, the contribution of the proposed solution to the socio-economic situation of the wider society was discussed REVIEW OF EXISTING GAP FILLER AND BOARDING SOLUTIONS In most cases, there is a vertical (step) and horizontal (gap) at the PTI. This can be inevitable, especially on curved platforms, and those served by trains with a wide range of floor/step heights. The gap is required to permit for horizontal movement of the train as it passes through the station. In Europe, over 30,000 rail stations have a gap problem (EC FAIR Stations, 2020). Only a small proportion have the legislative step free access (i.e. <75mm horizontal and <50mm vertical). UK is among the countries with the biggest problem. Where necessary, boarding aids are used to improve the PTI safety. To improve the PTI safety, various solutions have been developed. The overall aim of each solution is to compensate for the height and/or horizontal distance differential between the rail vehicle and station platform. Solutions to close the gap between the vehicle and the platform are categorized as ‘platform’ or ‘vehicle’ based. In some cases, the optimum resolution is also a mix of strategies like platform-raising and an extendible footstep. A further differentiation is use of ‘fixed’ or ‘active’ systems. Fixed gap fillers do not move once installed. Active solutions can move, either purely mechanically or automated. Examples include deployable footsteps or platform edge solutions that may actively extend once a train arrives. The following sections review platform-based solutions (incorporating platform edge devices and track alterations), and train mounted solutions. Summary of Rail Passenger Boarding Solutions In Phase I of this research, Guo (2018) discussed various gap filler designs and innovations that have been developed to resolve safety concerns at the PTI. Most of the solutions aim to cover the horizontal gap, when really, the vertical gap poses injury potential too. Gap-filler designs can either be platform-based or vehicle based as shown in Figure 1 and Figure 2, respectively. Table 1 and Table 2 provide specific examples, respectively. Figure 1: Platform-based solutions Figure 2: Vehicle-based solutions Table 1: Platform Based Rail Gap Filler and Boarding Designs (Guo, 2018) Type of Design Designs Illustration Fixed Delkor Rail Type of Design Designs Illustration Pipex px gap filler Safety gap filler for railway platforms CDM Flexibord Platform edge STRAIL edge device Corrugated platform edge Raised platform Type of Design Designs Illustration
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