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RULE BOOK BRIEFING LEAFLET ERTMS MODULES

June 2010

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ERTMS Rule Book Modules

Introduction

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European Directives and UK National law require fitment of the European Rail Traffic Management System (ERTMS) when certain criteria are met. ERTMS aims to facilitate interoperability of signalling systems between different railway networks, simplify cross-acceptance of signalling equipment, and reduce the cost of signalling equipment through standardisation and greater economies of scale. The first line to be fitted with ERTMS in the UK is the Cambrian lines (from Sutton Bridge Junction, near Shrewsbury, to Aberystwyth and from Dovey Junction near Machynlleth to Pwllheli).

What is ERTMS?

ERTMS is a signalling system that provides information to the driver in the cab, it includes automatic train protection and also includes GSM-R Voice radio. There are various `levels' of ERTMS operation, the Cambrian lines will be Level 2 and conventional lineside signals will not be provided. This means that trains operating on the Cambrian lines must be fitted with ERTMS. The driver is given information about the maximum train speed and distance that the train can travel so that the train can safely stop within this distance. The driver will continue to drive the train, but ERTMS will supervise the train if it determines that the train is going too fast or too far. Trains are monitored within the signalling centre using data from the train and trackside equipment.

New ERTMS Rule Book modules

Introduction of ERTMS has required extensive changes and additions to the Rule Book. There are 10 new Rule Book modules which are appropriate to ERTMS. These are: P2 ERTMS Working single and bi-directional ERTMS lines by pilotman. S4 ERTMS Trains or shunting movements detained, or vehicles left, on ERTMS running lines. S5 ERTMS Passing an end of authority (EOA) without a movement authority (MA). S6 ERTMS ERTMS cab signalling. SP ERTMS Speeds (ERTMS lines). T2 ERTMS Protecting engineering work or a hand trolley on an ERTMS line not under possession. T3 ERTMS Possession of an ERTMS line for engineering work. T11 ERTMS Movement of engineering trains and on-track plant under T3 ERTMS arrangements. TS10 ERTMS Level 2 train signalling regulations. TW8 ERTMS Level crossings on ERTMS lines.

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Minor changes to existing modules

Where necessary minor amendments have been made to existing modules to make them applicable to ERTMS lines and trains. These minor amendments will be incorporated into the respective modules when they are updated for other reasons and contained in a new ERTMS Amendments module GE/RT8000/ERTMS. Minor amendments have been made to the following modules: G1 General safety responsibilities. G2 Personal safety when walking on or near the line or when on the lineside. M1 Train stopped by train accident, fire or accidental division. M2 Train stopped by train failure. M4 Floods and snow. M5 Managing accidents. OTP On-track plant (OTP). S3 Train warning systems (AWS and TPWS) and reporting signalling failures and irregularities. SS1 Station duties and train dispatch. SS2 Shunting. T1A Working on signalling equipment. T1B Working of trains during failure of, or when working on, signalling equipment. T5 Operating power-operated points by hand. T6 Walking as a group and working on or near the line. T7 Safe systems of work when walking or working on or near the line. T9 Loading and unloading rail vehicles during engineering work. T12 Protecting personnel carrying out activities on the line that do not affect the safety of the line. TS1 General signalling regulations. TS9 Level crossings-signallers' instructions. TW1 Preparation and movement of trains: General. TW2 Preparation and movement of multiple-unit passenger trains. TW3 Preparation and movement of locomotive-hauled trains. TW5 Preparation and movement of trains: Defective or isolated vehicles and on-train equipment. TW7 Wrong-direction movements.

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Modules which have not been changed

The followings modules have not been amended: AC AC electrified lines. DC DC electrified lines. P1 Single line working. P2 Working single and bi-directional lines by pilotman (there is a new P2 ERTMS module). S1 Signals and indicators controlling train movements (there is a new S6 module) S2 Observing and obeying fixed signals. S4 Trains or shunting movements detained, or vehicles left, on running lines| (there is a new S4 ERTMS module). S5 Passing a signal at danger (there is a new S5 ERTMS module) SP Speeds (there is a new SP ERTMS module). T2 Protecting engineering work or a hand trolley on a line not under possession (there is a new T2 ERTMS module). T3 Possession of the line for engineering work (there is a new T3 ERTMS module). TS2 Track circuit block regulations (there is a new TS10 module). TS3 Absolute block regulations. TS4 Electric token block regulations. TS5 Tokenless block regulations. TS7 No-signaller token regulations. TS8 One-train working regulations. OTM Working of on-track machines (OTM). T4 Possession of a siding for engineering work. T8 Handsignalling duties. T10 Protecting personnel when working on rail vehicles and in sidings. T11 Movements of engineering trains and on-track plant under T3 arrangements (there is a new T11 ERTMS module). TW6 Working single lines with or without a train staff or token.

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New ERTMS Modules

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Module P2 ERTMS Working of single and bi-directional lines by pilotman

Who is this module for?

You will need this module if you work on an ERTMS line and you carry out the duties of a: pilotman signaller driver.

Why is there a new module?

Working single and bi-directional lines on ERTMS is sufficiently different to the instructions in conventional signalling to merit a new module in the Rule Book. This module contains the rules necessary for a pilotman, signaller and driver when working on ERTMS fitted lines. This module contains many of the present instructions.

The main changes Section 1 Circumstances 1.1 When working by pilotman must be introduced

In P2 ERTMS the reasons for introducing working single and bi-directional lines by pilotman are different to those in P2 for conventional lines due to the fact there are no signals or token instruments on ERTMS lines, hence it is introduced when: a) An MA cannot be received by a train for any of the following reasons: The signalling equipment has failed or has been disconnected. A track circuit has failed. Level crossing equipment has failed. b) Trains have to work to and from the point of obstruction.

1.2

Exceptions

The exceptions have been amended and simplified. If the signalling has failed or has been disconnected working by pilotman is not needed: if authorised in the Sectional Appendix if modified working arrangements are authorised in the Sectional Appendix. See section 5 of this module. If level-crossing equipment has failed working by pilotman is not needed: if authorised in the Sectional Appendix if all track circuits relating to the signalled route are clear and the signaller has told the driver about the circumstances if modified working arrangements are authorised in the Sectional Appendix. See section 5 of this module.

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Section 2 Before starting working by pilotman 2.1 2.2 Appointment and identification of the pilotman Agreeing the requirements

There are no changes in this section.

As ERTMS lines do not have signals, block markers are used to determine the beginning and the end of the single line section over which working by pilotman will take place. The instructions have also been amended to include a new form, RT3154 ERTMS Pilotman's form for Working of Single and Bi-directional ERTMS Lines by Pilotman.

2.3

Completing the pilotman's and signaller's forms

This section is the same to that in P2 for conventional lines except a new RT3155 ERTMS Signaller's form for Working of Single and Bi-directional ERTMS Lines by Pilotman has been introduced. The only difference between the new form and the one used for conventional lines is the reference to the new module P2 ERTMS Working of single and bi-directional ERTMS lines by pilotman.

2.4

Completing the arrangements

There are no changes in this section. Note: The following instructions in P2 for conventional lines have not been included as they do not apply on an ERTMS line: Putting the token out of use in. Working of ground frames and points.

Section 3 During working by pilotman 3.1 Authorising a movement

This section is the same to that in P2 for conventional lines except a RT3156 Driver's Ticket for Working of Single and Bi-directional Lines by Pilotman has been introduced.

3.2

Instructing the driver

The instructions in this section have been amended to include ERTMS terminology and the new RT3156 Driver's Ticket. The instructions regarding a tokenless block line have not been included as they do not apply on an ERTMS fitted line.

3.3

Assisting train required to enter the obstructed line

This is a new section which deals with the instructions regarding the requirement of issuing Written Order No 1 to the driver of an assisting train. The instructions for Written Orders can be found in module S6 ERTMS Cab signalling.

3.4

Entering the single line

The instructions in his section are very similar to those in P2 for conventional lines except ERTMS terminology is used and the reference to module S5 ERTMS Passing an EOA without an MA before passing the block marker which is the ERTMS equivalent of passing a signal at danger. This section also details the instructions of an assisting train and the requirement for Written Order No 1. The instructions for Written Orders can be found in module S6 ERTMS Cab signalling.

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3.5 Travelling over the single line

reference to the new ERTMS Driver's ticket the requirements for Written Order No 1 for an assisting driver the instructions regarding a block failure and a one-train working line which are not included as they do not apply on an ERTMS line. Note that the arrangements for working by pilotman must continue to apply until the train reaches the end of the pilotman working section even if you receive an MA during the movement. This section is again similar to the instructions in P2 for conventional lines except:

3.6

Arriving at the end of the single line

reference to the new ERTMS Driver's ticket the instructions regarding a one-train working line which are not included as they do not apply on an ERTMS line.

This section is again similar to the instructions in P2 for conventional lines except:

3.7 3.8

Dealing with a failed train Change of pilotman or signaller

There are no changes to the instructions in this section.

There are no changes to the instructions in this section except the reference to the new ERTMS forms.

3.9

Working by pilotman to and from the point of obstruction

The only change in this section is the reference to module T3 ERTMS Possession of an ERTMS line for engineering work.

Section 4 Withdrawal of working by pilotman 4.1 Pilotman's actions

There are no changes to the instructions in this section except the reference to the new ERTMS forms.

4.2

Signaller's actions

There are no changes to the instructions in this section except the reference to the new ERTMS forms.

Section 5 Modified working arrangements 5.1 5.2 General requirements Signaller's instructions to the driver

There are no changes in this section.

The main difference between the instructions in this section and those found in P2 for conventional lines is the necessity to issue the driver with Written Order No 6 instead of RT3177 Modified Working Arrangements Failure or Disconnection of Signalling Equipment when introducing modified working arrangements. The instructions for issuing Written Orders can be found in module S6 ERTMS Cab signalling.

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Module S4 ERTMS Trains or shunting movements detained, or vehicles left, on ERTMS running lines

Who is this module for?

You will need this module if you work on an ERTMS line and you carry out the duties of a: driver shunter signaller.

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Why is there a new module?

The extent of the amendments necessary to make module S4 applicable to both conventional lines and ERTMS lines would result in S4 Trains or shunting movements detained, or vehicles left, on running lines being unnecessarily complicated and difficult to read for the conventional railway. Consequently, a new module, S4 ERTMS has been produced. Module S4 for the conventional railway presently deals with trains or shunting movements detained, or vehicles left, on running lines. On ERTMS lines, with the benefit of GSM-R voice radio coverage and movement authorities issued directly to the train, the intent of the present rules are the same but there are some differences.

The main changes Section 1 Reminding the signaller 1.1 Reminding the signaller

This section is very similar to that in module S4 and the principle is the same. The instructions are however, simplified. On an ERTMS when a train is detained without a movement authority the driver is required to contact the signaller using the GSM-R radio or other means, if the GSM-R radio is not working.

1.2

Report from a driver

This section is very similar to that in module S4 and the principle is the same. The instructions are however, simplified. On an ERTMS when a train is detained without a movement authority the driver is required to contact the signaller using the GSM-R radio or other means, if the GSM-R radio is not working.

Section 2 Shunting movement detained or vehicles left on a running line 2.1 Shunting movement detained

These instructions are the corresponding instructions in section 5.1 in module S4 for conventional lines. The instructions have been simplified, the driver is now required to contact the signaller by using the GSM-R or other means, if the GSM-R radio is not working.

2.2

Vehicles or traction units left on a running line during shunting

These instructions are the corresponding instructions in section 5.2 in module S4 for conventional lines and there are no changes to the instructions.

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Note: The following instructions from S4 for conventional lines have not been included as they do not apply on an ERTMS fitted line: Train detained at a signal with a telephone Train detained at a signal with no telephone Limited clearance at signal post telephones Going to the signal box

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Module S5 ERTMS Passing an end of authority (EOA) without a movement authority (MA)

Who is this module for?

You will need this module if you work on an ERTMS line and you carry out the duties of a: signaller driver.

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Why is there a new module?

This is a new module, covering the ERTMS rules equivalent to those contained in module S5 Passing a Signal at Danger. The intent of the rules is identical to module S5 Passing a signal at danger, but the context is different enough to merit producing an additional module to avoid extensive and possibly confusing modifications to S5 Passing a signal at danger. Like module S5 Passing a signal at danger, the new module is divided into three parts: Part A Passing an EOA without an MA on the signaller's authority. Part C Passing an EOA without authority. Part B Drivers passing an EOA without an MA on their own authority. This module contains many of the present instructions.

The main changes Part A Passing an EOA without an MA on the signaller's authority Section 1 When an EOA can be passed without an MA 1.1 Signaller's authority

This section contains the occasions when a signaller can authorise a driver to pass an EOA without an MA.

1.2

Driver getting authority

This section contains the driver's instructions and responsibilities in obtaining the necessary authorisation before doing passing an EOA without an MA.

Section 2 Signaller's precautions before authorising the movement 2.1 Making sure the line is safe

There are no changes in this section.

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2.2 a) b) Setting the route correctly on the workstation Operating individual point controls Calling the route

There are no changes in this section.

This section has slightly changed. The signaller must not call the route if there is a need to close the route which is the ERTMS equivalent of keep the route entrance signal at danger unless the signalling technician has disconnected the means of issuing an MA, or has told the signaller the signalling equipment is unable to issue an MA. The signaller must also not call the route if there is a need to close the route and there is a track circuit or axle counter failure in the route concerned.

c)

When it is not possible to call the route

There are no changes in this section Note: the instructions in T5 for conventional lines regarding setting the route correctly where there is a lever frame have not been included as they do not apply on an ERTMS fitted line.

2.3

Failure of power-operated points

There are no changes in this section. Note the instructions in T5 for conventional signalling regarding failure of mechanically operated points have not been included as they do not apply on an ERTMS fitted line.

Section 3 Authorising the movement 3.1 a) Instructions from the signaller Instructing the driver to proceed

The instructions in this section have changed. The instructions given by the signaller to the driver will be dictated on Written Order no 1 (see also Module S6 ERTMS Cab signalling). The driver will be required to know why the EOA has to be passed without an MA and will also need to know: how far the movement can proceed (this will not be further than the next block marker unless an MA is issued to the train as it proceeds) the location and speed of any permissible speed lower than the ceiling speed (as the permissible speeds may not be signed on an ERTMS fitted line) the location and speed of any temporary or emergency speed restriction lower than the ceiling speed (as temporary or emergency speed restrictions will not be signed on an ERTMS fitted line). The signaller will also remind the driver of the location of any locally monitored or TMO crossing in the section. Note: The instructions regarding SPAD indicators have not been included as they will not apply on an ERTMS fitted line.

b)

Level crossings

The instructions regarding these types of level crossings have not changed.

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3.2 Instructions through a pilotman

The instructions regarding the handsignallers have not been included as they will not apply on an ERTMS fitted line. Note the following instructions have not been included as they do not apply on an ERTMS fitted line: Red hand signal at a signal. Yellow handsignal at a signal. Passing a section signal at danger for shunting purposes. Where TPWS is provided.

Section 4 During the movement

The instructions in this section have been amended. Those not included from S5 for the conventional signalling do not apply on an ERTMS fitted line.

4.1 a)

Driver's actions Before starting

As the train will be normally be proceeding in Staff Responsible (SR) mode, the driver will be required to press override otherwise the train will be tripped at the block marker.

b) c)

Points or crossings Train speed

any temporary or emergency speed restrictions locally monitored at TMO crossings.

The speed of passing over points or crossings is now shown in km/h.

Other conditions have been added regarding the presence of:

d) 4.2

Level crossings Signaller protecting the movement

Instructions regarding TMO crossings have been added.

The instructions in this section have been amended to include ERTMS terminology. Note the instructions in S5 for conventional lines regarding temporary block working have not been included as they do not apply on an ERTMS fitted line.

Part B Drivers passing an EOA without an MA on their own authority Section 1 Circumstances ­ if the driver cannot contact the signaller

The instructions in this section concern the circumstances by which a driver can proceed passed a `passable block marker' which is similar to an automatic signal. The instructions only apply to non-passable block markers that are signed on the lineside.

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Section 2 Passing a passable block marker without an MA 2.1 Before starting

As the train will be normally be proceeding in Staff Responsible (SR) mode, the driver will be required to press override otherwise the train will be tripped at the block marker.

2.2 a) b) c)

During the movement Points or crossings Other precautions Train speed

The speed of passing over points or crossings is now shown in km/h.

The speed for passing through tunnels now shown in km/h

The maximum speed to proceed through the section is now limited to 30/kmh the driver must also take into consideration any locally monitored or TMO crossings in the section.

2.3 a)

At the next block marker Contacting the signaller

This section is very similar to that in S5 for conventional lines except the driver is required to stop at the next block marker even if an MA is received and contact the signaller by using the GSM-R radio or if that is not working, in the quickest possible way.

b)

Passing the block marker without an MA

The driver is now required to carry out the instructions within this module Note: the instructions passing a signal controlled from a signal box that is closed have not been included as they do not apply on an ERTMS fitted line.

Part C Passing an EOA without authority Section 1 Driver's actions

The instructions are very similar to those in S5 for conventional lines except ERTMS terminology is used and the instructions regarding SPAD indicators have not been included as they do not apply on an ERTMS line.

Section 2 Signaller's actions 2.1 2.2 2.3 Immediate actions Contacting the driver Recording and reporting the incident

There are no changes in this section.

There are no changes in this section.

There are no changes in this section.

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2.4 Dealing with abnormal situations

the reference to TPWS has not been included and is replaced by any signalling equipment that is not working correctly and the ERTMS terminology is used with reference to exceptional railhead conditions. This section is very similar to that in S5 for conventional lines except:

2.5

Authority for the train to proceed

There are no changes in this section.

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Module S6 ERTMS ERTMS Cab signalling

Who is this module for?

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You will need this module if you work on an ERTMS line and you carry out the duties of a: signaller driver shunter.

Why is there a new module?

ERTMS Cab Signalling is sufficiently different to conventional signalling to merit a new module in the Rule Book. This module contains the rules necessary for the driver, signaller and shunter. You need to read this module together with the following new modules: S4 ERTMS Trains or shunting movements detained, or vehicles left, on ERTMS running lines and S5 ERTMS Passing an end of authority (EOA) without a Movement authority (MA).

Section 1 Responsibilities

This section contains simple, clear statements of responsibility for drivers, signallers and shunters. For signallers the following modules contain the relevant train signalling regulations referred in the module as "signalling regulations": modules: TS1 General signalling regulations. TS9 Level crossings - signallers' instructions. TS10 ERTMS ERTMS train signalling regulations.

Section 2 Cab signalling ­ general

This section introduces the terms: End Of Authority (EOA) Movement Authority (MA) block marker. During awakening (start-up after being powered down) the ERTMS system may not be able to determine the location of a train with certainty; it is therefore very important that the driver and signaller reach a clear understanding of the train's location.

Section 3 Cab signalling ­ block markers and track equipment

Block markers are most important during degraded operation, but they provide a useful position reference at all times. This section describes how they are used and how they are identified. Shunt entry boards are another type of marker, necessary for some shunting operations. Finally, stop boards and subsidiary signals are also used in a manner similar to conventionallysignalled railways.

Section 4 ERTMS cab signalling ­ on-board equipment and signalling indications

This section explains what the driver machine interface (DMI) in the cab is for. The driver must regulate train speed in accordance with the DMI; this reinforces the principle that the driver is responsible for driving the train (and does not rely on the intervention of the ERTMS equipment).

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A description of the operating modes is given with an explanation of the driver's responsibilities. This is the primary source of reference for the ERTMS operating modes in the Rule Book generally other modules do not make specific reference to the operating modes.

Section 5 Entering an ERTMS area

Correctly functioning onboard ERTMS equipment is necessary to ensure safety on an ERTMS fitted line ­ it is therefore important that trains without operable ERTMS equipment are not allowed on to an ERTMS fitted line (unless special working arrangements are put in place ­ these will be local and specific to the area concerned).

Section 6 Train signalled for a wrong route

The rules in this section are equivalent to existing rules in module S2 Observing and obeying fixed signals. Misrouting can have safety and performance implications and so the train must be stopped and the signaller advised.

Section 7 Exiting an ERTMS fitted area

Exiting ERTMS happens automatically. The ERTMS system requires the driver to acknowledge the exit transition (as the supervision is being reduced); if the driver fails to acknowledge the train will still transition but will be brought to a stand. As sidings are not normally signalled, exit into a siding is also effectively a means of leaving the cab signalled area.

Section 8 Stopping at end of authority

Even though ERTMS supervises the train, the driver is still responsible for driving and must stop at the end of authority as indicated on the DMI or on the lineside when a release speed is given. Any movement of any train equipped with ERTMS must be authorised. ERTMS can prevent some unauthorised movements by providing standstill protection.

Section 9 Withdrawal of a movement authority

This section advises the driver that the signaller can withdraw a movement authority (the corresponding rules for the signaller are in module TS10 ERTMS ERTMS train signalling regulations) and the train will brake to a stand. If a movement authority is withdrawn and it cannot be explained, this must be treated as a failure.

Section 10 ERTMS Failures

ERTMS equipment can fail ­ this section largely cross references the rules in modules: TW5 Preparation and movement of trains. Defective or isolated vehicles or on-train equipment and T1B Movement of trains during failure of, or when working on, signalling equipment.

Section 11 Written orders

Written orders can only be completed at a stand and the signaller must set up all the appropriate controls before issuing the written order. The driver is prohibited from pressing override unless the driver has a written order. A written order is not complete until the authority number is given and this is deliberately the last thing to be dictated. For completeness, all the written orders are listed in this module, although often they are referred to in other modules.

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Module SP ERTMS Speeds (ERTMS lines)

Who is this module for?

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You will need this module if you work on an ERTMS line and you carry out the duties of a: signaller driver person in charge.

Why is there a new module?

ERTMS Cab Signalling is sufficiently different to conventional signalling to merit a new SP ERTMS Speeds (ERTMS lines) module in the Rule Book. The module contains the rules necessary for the driver, signaller and person in charge.

The main changes

A Temporary Speed Restriction on an ERTMS line is, a speed restriction imposed for a short period of time by means of ERTMS supervision and hence there are no lineside signs to indicate its presence. The signaller or the person in charge of programming the information into the system will programme the TSR into ERTMS which will then supervise the speed accordingly. The driver is therefore only required to drive to the indications displayed on the DMI. An Emergency Speed Restriction on an ERTMS line is a speed restriction imposed for a short period of time without ERTMS supervision. As now, trains will be stopped and the driver advised of the speed imposed and its location. When an emergency speed restriction is to last for more than a short time, arrangements will be made as soon as possible to convert it to a temporary speed restriction as described above.

Section 1 Permissible speeds

ERTMS provides a display in the driving cab of the speed permitted for a train over each portion of line. The driver must control the train to achieve the best performance available having regard for: the condition of the train and the track features of the infrastructure such as stations and locally monitored level crossings occupation of the line ahead during permissive working the need to avoid warnings and interventions by ERTMS the conditions relating to the mode selected any other factors such as the need to proceed cautiously or at reduced speed when instructed to do so.

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Section 2 Temporary speed restrictions

A Temporary Speed Restriction on an ERTMS line is, a speed restriction imposed for a short period of time by means of ERTMS supervision and hence there are no lineside signs to indicate its presence. The signaller or the person in charge of programming the information into the system will programme the TSR into ERTMS which will then supervise the train speed accordingly. The driver is therefore only required to drive to the indications displayed on the DMI. Section 2 defines what a TSR is and then details how TSR's will be published. It then details the signaller's instructions in applying a TSR and the driver's actions. It also details the instructions if changes to planned temporary speed restrictions have been made if a TSR has been incorrectly applied.

Section 3 Emergency speed restrictions

An Emergency Speed Restriction on an ERTMS line is a speed restriction imposed for a short period of time without ERTMS supervision. As now, trains will be stopped and the driver advised of the speed imposed and its location. Section 3 defines what an ESR is and then details the signaller' and driver's actions. When an emergency speed restriction is to last for more than a short time, arrangements will be made as soon as possible to convert it to a temporary speed restriction as described above.

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Module T2 ERTMS Protecting engineering work or a hand trolley on an ERTMS line not under possession

Who is this module for?

You will need this module if you work on an ERTMS line and you carry out the duties of: a controller of site safety (COSS) an individual working alone (IWA) a protection controller (PC) a signaller.

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Why is there a new module?

In terms of protection arrangements for T2 purposes, ERTMS signalling is sufficiently different to conventional signalling to merit a new module in the Rule Book and if included in the current T2 would be over-complicated for the user. This module contains many of the present instructions.

The main changes

Where in the current T2 protection is afforded by signal protection or involves signals, this has been replaced by the use of `block markers'. Protection method T2-T is not applicable on ERTMS lines as this method can only be applied on: absolute block lines single lines worked by a token tokenless block lines. Protection method T2-H is also not applicable on ERTMS lines as handsignalling arrangements cannot be relied upon for trains normally receiving movement authorities in the cab. A new protection method, T2-E, has been developed. This relies on `signalled-route barring' within the interlocking of the ERTMS system. This means that after a person who is qualified to bar the route has done so, the signaller is unable to select that route and the ERTMS will not be able to issue a movement authority. All the diagrams have been amended to show block markers instead of signals. A new Line Blockage form RT3181 ERTMS has been introduced. Where reference to new ERTMS modules is necessary, these have been made, for example T3 ERTMS Possession of an ERTMS line for engineering work. As the new module is only concerned with ERTMS lines, the number of protection procedures that can be used have been reduced, therefore the whole module is smaller than the present T2 with only 12 sections. This means cross references to sections have been amended accordingly.

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Section 1 Principles 1.1 1.2 1.3 1.4 Blocking the line Roles of the IWA and PC Communications Planning

The only change in this section is the reference to T2 ERTMS.

There are no changes in this section

There are no changes in this section

The only change in this section is the reference to block markers instead of signals.

Section 2 Before starting the work 2.1 2.2 Checking communications When a PC is needed

There are no changes in this section.

The only changes in his section are the references to the new RT3181 ERTMS Line Blockage Form.

2.3 2.4

COSS and signaller agreeing the arrangements Deciding which protection procedure to use

The only change in this section is the reference to block markers instead of signals.

This section has been changed. Protection procedures T2-T and T2-H do not apply on ERTMS lines. A new procedure T2-E Barring ERTMS routes has however been included. This is explained more fully later in the module.

2.5 2.6

COSS using a lock-out device Arrangements at level crossings

There are no changes to this section.

This section has not changed except for the reference to the new RT3181 ERTMS Line Blockage form.

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Section 3 Blocking the line 3.1 3.2 Signaller checking the line is clear Authorising and applying protection

There are no changes to this section.

The only change in this section is the signaller's instruction to close the route which is the ERTMS equivalent of placing signals to danger.

3.3

Work taking place beyond points

The only change in this section is the new diagram (T2 ERTMS 1) which explains the requirements for work taking place beyond points.

3.4

Site of work less than 200 metres beyond a block marker

the references to block markers instead of signals the new diagram (T2 ERTMS 2 which explains the requirements for work taking place that is less than 200 metres beyond a block marker the cross reference to module S5 ERTMS Passing an EOA without an MA the new diagram (T2 ERTMS 3) which explains the requirements for work taking place that is less than 200 metres beyond the next block marker.

The changes in this section are:

3.5

Protecting a stabled train on a platform line

The only changes in this section are the references to the new RT3181 ERTMS Line Blockage Form.

3.6 3.7

Placing a red flag or red light at the site of work Closing the controlling signal box

There are no changes to this section.

This section also allows for the controlling signal box to be closed when T2-A, D or E protection procedures have been used. The prohibition on closing the signal box when protection procedure T2-X has been used still applies.

3.8

Recording and confirming the arrangements

The only changes in this section are the references to the new RT3181 ERTMS Line Blockage Form.

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Section 4 COSS and signaller's duties during the work 4.1 4.2 Advising the signaller on the progress of the work Change of COSS

reference to the protection procedures (T2-A, D, E or X) the new RT3181 ERTMS Line Blockage Form.

There are no changes to this section.

The only changes to this section are:

4.3 4.4

Change of PC Changing the protection arrangements

There are no changes to this section.

There are no changes to this section.

Section 5 Competing or suspending the work 5.1 Making sure the line is clear and safe

The only changes in this section are the references to the new RT3181 ERTMS Line Blockage Form.

5.2 5.3

Restoring level crossings to normal working Withdrawing protection: COSS's actions

There are no changes to this section.

The only changes in this section are the references to the new RT3181 ERTMS Line Blockage Form.

5.4

Withdrawing protection: signaller's actions

the new RT3181 ERTMS Line Blockage Form the signaller is now required to issue a movement authority rather than clear signals.

The only changes to this section are:

5.5

First and second trains over the affected portion of line

This section has been simplified. The instructions regarding TCB lines and intermediate block signals have been withdrawn as they do not apply and the instructions regarding the observation and failure of track circuits have not changed. The signaller must not allow a second train to proceed over the line that was affected by the work unless it can be detained at a non passable route setting point (RSP) until the first train has cleared the block section.

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Section 6 Work not completed or suspended at the agreed time

This section has been simplified. The only requirement now is for the signaller to contact the COSS to find out when the line is expected to be cleared and safe for trains to run.

Section 7 When the work is resumed 7.1 7.2 Repeating the actions Using a new RT3181 ERTMS Line Blockage Form

There are no changes to his section.

The only changes in this section are the references to the new RT3181 ERTMS Line Blockage Form.

Section 8 Protection procedure T2-A (using a track circuit operating device-T-COD) 8.1 8.2 Competency in using a T-COD When a T-COD can be used

There are no changes to this section.

The only change to this section is the reference to the block marker in rear of the work at which the route will be closed instead of the signal being held at danger.

8.3

Protecting a platform line

The only changes in this section are the references to the new RT3181 ERTMS Line Blockage Form.

8.4

Signaller closing the route

This section now deals with the signaller closing the route which is the ERTMS equivalent of placing a signal to danger. Note the instructions regarding signal post replacement switches that exist in the T2 for conventional lines are not included as they do not apply on ERTMS lines and as a consequence the section numbers have been amended from here.

8.5

Giving permission to place a T-COD on the line

The only change to this section (8.6 in the conventional T2 instructions) is the precaution the signaller must take in making sure drivers will not receive a shortening of a movement authority which is the ERTMS equivalent of a signal being returned to danger.

8.6

Placing a T-COD on the line

The only changes to this section (8.7 in the conventional T2 instructions) are the crossreferences to other sections.

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8.7 Withdrawing the protection

The only changes to this section (8.8 in the conventional T2 instructions) are the cross references to other sections.

Section 9 Protection procedure T2-D (disconnecting signalling equipment)

There are no changes to any of the sections in these instructions.

Section 10 Protection procedure T2-E (barring signalled routes)

The instructions in section 10 of module T2 for conventional lines regarding T2-H have been withdrawn as they do not apply on ERTMS signalled lines.

10.1

Competency in barring signalled routes

The COSS must be competent or have a person competent with him/her to apply and remove a bar on signalled routes.

10.2

Arranging the protection

The COSS is required to make sure that the relevant Network Rail signalling engineering standard has been carried out. The COSS can only bar the route when the signaller has given permission to do so.

10.3

Withdrawing the protection

When the line is clear and safe for trains to proceed the COSS must get the signaller's permission before removing the bar and tell the signaller when it has been removed.

Section 11 Protection procedure T2-X

The only changes to this section, (section 14 in the conventional T2 instructions) are the references to protection arrangements T2-A, D and E. Note section 12 Protection T2-T - on a single line worked by token and section 13 Protection procedure T2-T - on a tokenless block line in the T2 for conventional signalling have not been included as they do not apply on ERTMS lines.

Section 12 Protecting a hand trolley on a running line

These instructions correspond with the instructions in section 15 of the T2 instructions for conventional lines.

12.1

Restrictions

There are no changes to the instructions in this section except to the cross reference to module T3 ERTMS Possession of an ERTMS line for engineering work.

12.2

Responsibility

There are no changes to the instructions in this section.

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12.3 Protection

The only changes in this section are the reference to the protection arrangements T2-A, D and E and the cross reference to section 12.5.

12.4 12.5 12.6

Agreeing the arrangements Safe working of the trolley Arriving at the block marker

The only change to this section is the removal of the reference to protection by signal.

There are no changes to the instructions in this section.

These instructions now only refer to arriving at a block marker. Reference to arriving at a signal or signal box has been removed.

12.7 12.8

Level crossings Trolley moving in the wrong direction

the references to block markers instead of signals the new diagram (T2 ERTMS 4) which explains the requirements for a trolley moving in the wrong direction

There are no changes to the instructions in this section.

The only changes in this section are:

Note: The instructions for tokenless block lines in section 15.10 in the T2 instructions for conventional lines have not been included as they do not apply on ERTMS lines.

12.9

Operation of track circuits

The instructions in this section have been simplified, the signaller must not rely on a trolley to operate track circuits on an ERTMS line.

12.10 Resuming normal working

There are no changes to the instructions in this section.

12.11 Storing the trolley

There are no changes to the instructions in this section. An example of RTT3181 ERTMS Line Blockage Form is shown at the back of the module.

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Module T3 ERTMS Possession of an ERTMS line for engineering work

Who is this module for?

You will need this module if you work on an ERTMS line and you carry out the duties of: a person in charge of a possession (PICOP) an engineering supervisor a signaller.

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Why is there a new module?

In terms of possession arrangements for T3 purposes, ERTMS signalling is significantly different to conventional signalling to merit a new module in the Rule Book and if included in the current T3 would be over-complicated for the user.

The main changes Protection arrangements

T3 ERTMS possessions are not protected by detonators, possession limit boards or signals but by block markers and route barring. Block markers mark the equivalent of signal sections and route barring means the route beyond the block marker cannot be physically set by the signaller, so any train fitted with ERTMS approaching the protecting block marker will be supervised to a stand at that block marker. The limit of the possession is between the first work-site and the last work-site marker boards.

Possession procedures

New possession procedures similar to those in module T2 ERTMS have also been introduced. These are as follows Possession procedure T3-A (using a track circuit operating device (T-COD)) Possession procedure T3-D (disconnecting signalling equipment) Possession procedure T3-P (PICOP or PICOPs agent going to the signal box) Possession procedure T3-E (barring the route). Procedure T3-E (barring the route) is the preferred method of taking a T3 ERTMS possession (See section 1.2). Section 16 Possession of a single line worked by a token in the T3 arrangements for conventional lines has been removed as this will not apply on ERTMS lines.

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Section 1 Arranging the possession 1.1 When a possession must be taken

The possession procedure to be used and the first and last work-site marker boards must be agreed at the planning meeting and published, including any planned changes. This will assist in everyone concerned reaching a clear understanding and should lead to the relevant resources being properly planned and provided.

1.2

Agreeing and publishing the arrangements

The possession procedure to be used. The locations between which the possession will be taken, including the protecting block markers or points. The location of the first work-site marker board in the normal direction of travel including any planned changes. The location of the last work-site marker board in the normal direction of travel including any planned changes

The following is additional or alternative information that is to be published:

Procedure T3-E (barring the route) is the preferred method of taking a T3 ERTMS possession. If it is not possible to use T3-E the alternative procedure must be agreed: at the planning meeting, or in an emergency, or in exceptional circumstances, between the person requiring the possession and the Network Rail area operations manager.

1.3

Length of the possession

The distance between the protecting block marker and the first work-site marker board or between the last work-site marker board and the first block marker beyond the possession must be at least 200 metres.

Section 2 Appointing and identifying a PICOP and engineering supervisor

There are no changes to this section.

Section 3 On-site checks

There are no changes to this section.

Section 4 Signalling protection 4.1 Protection with block markers

The possession must be protected by non-passable block markers.

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4.2 Closing the route

the routes within the possession, and all other routes which lead towards the possession or cross the possession The signaller must also ask a competent person (if present) to check this has been done correctly. The signaller is required to close

4.3

Signaller's additional precautions

The signaller is also required to get a competent person (if present) to check that points are in the correct position and reminder appliances have been used.

4.4

Signallers involved in adjacent signal boxes

he limits of the possession including the location of the first and last work-site maker boards the routes to be closed to protect the possession.

The signaller in an adjacent signal box must additionally record in the Train Register:

Section 5 Possession procedures 5.1 When signalling protection has been provided

The possession procedures must be carried out before the possession is granted. The only exception to this is possession procedure T3-A which must be carried out after the possession has been granted.

5.2

Possession procedure T3-A (using a track circuit operating device T-COD)

This procedure cannot be used on lines equipped with axle counters and can only be used if all of the following conditions can be met: the use of a T-COD must be authorised at the location concerned the signalling equipment must be operating normally at the time the T-COD is placed the work within the possession will not affect the correct operation of the track circuit concerned. The person placing the T-COD must be competent to do so. The T-COD must be placed at the same time and at the same place as the first work-site marker board.

5.3

Possession procedure T3-D (disconnecting signalling equipment)

The person carrying out the disconnections must be competent to do so. The PICOP is responsible for making sure the signalling controls are disconnected but only after the signaller has given an assurance the routes leading towards the possession have been closed.

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5.4 Possession procedure T3-P (PICOP or PICOP's agent going to the signal box

This procedure can only be used if it is authorised at the location concerned. The signaller is responsible for protecting the entrances and exits of the possession by closing the routes. The PICOP is responsible for checking this has been done and the possession is correctly protected. The PICOP can send a PICOP's agent to do this but that person must be competent to do so. The signaller will not grant the possession unless the PICOP or the PICOP's agent is present and the PICOP is satisfied the possession has been correctly protected.

5.5 5.6 5.7 5.8

Not used Not used Not used Possession procedure T3-E (barring the route)

The PICOP is required to make sure the person barring the route is competent to do so. The signaller is required to tell the PICOP all routes leading towards the possession have been closed before the PICOP makes the arrangements for the signalling controls of these routes to be barred.

Section 6 Arrangements at level crossings

The only change to this section is the movement of engineering trains and OTP which must now be made as shown in new module T11 ERTMS Movement of engineering trains and ontrack plant in T3 ERTMS possessions.

Section 7 PICOP recording the possession arrangements

The PICOP is now required to record on Form RT3198 ERTMS the possession procedure and details of any disconnections made.

Section 8 Taking a possession around a train

The main change to this section is that an engineering or on-track machine train must be stood at a block marker (instead of a signal) at which the route has been closed before a possession can be taken.

Section 9 Granting possession 9.1 When the signaller can grant possession

The requirement for receiving assurance from the PICOP that detonator protection is in place has been removed. There is however, a new requirement for any additional protection under possession procedures T3-D and T3-E to be in place before the possession can be granted.

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9.2 Entering details in the train register

The Train Register entry has been amended to include block markers instead of signals and an additional entry is required for details of any disconnections made under possession procedure T3-D or route barring details under possession procedure T3-E.

9.3

PICOP confirming the Train Register entry

There are no changes in this section.

Section 10 Starting the work 10.1 Using work-site marker boards

All work sites must be now indicated by work-site marker boards. The description of the work-site marker boards is unchanged however, the instructions for exiting a possession at the last work-site marker board has been amended.

10.2

Work-site marker boards ­ description

The description of work-site marker boards remains the same except for the authority required to exit from a work site which now needs the authority: of the PICOP (between work sites) or of the signaller (first and last work-site marker boards in a possession).

10.3

Work-site marker boards ­ instructing the engineering supervisor

This section is very similar to that in T3 for conventional signalling except that the PICOP must not give the engineering supervisor permission to put the work-site marker boards up until any movement already authorised is standing at the designated block marker instead of the designated signal. The instructions regarding the requirement to place the T-COD at the same time as and at the same place as the first work-site marker board have been reiterated when using possession procedure T3-A.

10.4

Work-site marker boards ­ positioning

It is important to note that the first and last work-site marker boards must be at least 200 metres from the protecting block markers. The instructions regarding a work site close to the detonator protection have been removed. An additional instruction for single and bi-directional lines has been included. Diagram T3 ERTMS 1 shows the details of how marker boards should be indicated.

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10.5 PICOP authorising the work to start

This section has been slightly amended to include the cross reference to the new Engineering supervisor's certificate RT3199 ERTMS and the new RT3198 ERTMS Record of Possession Arrangements forms. Note also that the PICOP is required to tell the signaller the exact position of the first and last work-site maker boards.

10.6 a)

Instructing the COSS or IWA Inside a work site

There are no changes to this section except the cross reference to the new Engineering supervisor's certificate RT3199 ERTMS.

b)

Outside a work site

There are no changes to this section except the speed restriction inside a red zone is now 40km/h.

10.7

Signaller recording the exact location of the first and last work- site marker boards

This is a new section which contain the instructions that require the signaller to record in the train register the exact location of the first and last work-site marker boards.

Section 11 Precautions during the possession 11.1 11.2 11.3 11.4 11.5 Maintaining protection by block markers and points Passing trains through the possession Giving up possession to allow other trains to pass Passing trains across the possession Changing the possession limits

Note the change in the heading and also the reference to making sure the routes stay closed.

There are no changes in this section.

There are no changes in this section.

There is no change to this section except there is no reference to diagram T3.5.

Changes have been made to the Train Register entry and the references to the new RT3198 ERTMS form. When setting up another work site, the PICOP is required to tell the signaller the exact location of the new work-site marker board before allowing any further train movements.

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If possession procedure T3-A is being used the T-COD must be placed in the same place and at the same time the first work-site marker board is placed.

11.6

Opening and closing signal boxes

There is no change to this section except reference to the PICOP getting the token on a single line has been removed.

11.7 11.8

When work at a work site is suspended Carrying out signalling work in the possession or affecting the possession

There are no changes to this section.

This section has been simplified. The requirements now are that the signaller is still required to work to the instructions in module T1A Working on signalling equipment, but the work to be carried out must not affect the route barring or the functioning of the balises protecting the entrance and exit of the possession.

Section 12 Change of personnel during the possession 12.1 Changing the PICOP

The only changes to this section is the deletion to single line working arrangements and the reference to the new RT3198 ERTMS form.

12.2 12.3

Change of engineering supervisor or COSS Changing the signaller

The only change to this section is the reference to the new RT3199 ERTMS form.

There is no change to this section.

Section 13 When the work is completed at a work site 13.1 13.2 COSS and IWA signing the Engineering Supervisor's certificate Removing the marker boards

The only change to this section is the reference to the new RT3199 ERTMS form.

There are no changes to this section except the reference to the new RT3199 ERTMS form and there is now an instruction that if possession procedure T3-A has been used the T-COD must be removed at the same time as the work-site marker board.

13.3

Confirming that the line is clear

The only change to this section is the reference to the new RT3199 ERTMS form.

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13.4 Telling the signaller if the first or last work-site marker board changes

These are new instructions. If the marker boards to be removed are the first or last work-site marker boards, the PICOP is required to immediately tell the signaller the position of the new first and last work-site marker boards.

Section 14 Giving up the possession 14.1 14.2 Making sure the work is completed Arranging to give up the possession

The only change to this section is the reference to the new RT3198 ERTMS form.

Reference to detonator protection has been removed. There is however, a new requirement to reconnect any disconnections made under possession procedure T3-D and any route barring to be restored under possession arrangement T3-E.

14.3 14.4 14.5

Releasing unworked points Completing the Record of Possession Arrangements form Giving up the possession around a train

There are no changes to this section.

The only change to this section is the reference to the new RT3198 ERTMS form.

The only change to this section is that when a possession is to be given up around a train, the train must be stood at a non-passable block marker.

14.6

PICOP's precautions

The only change to this section is that when a possession is to be given up around a train, the train must be stood at a non-passable block marker.

14.7

Signaller's precautions

The only change to this section is that when a possession is to be given up around a train, the train must be stood at a non-passable block marker.

14.8

Telling the signaller the line is clear and safe

Reference to detonator protection has been removed. There is however, a new requirement to reconnect any disconnections made under possession procedure T3-D and any route barring to be restored under possession arrangement T3-E.

14.9

Entering the details in the Train Register

The wording for the entry in the Train Register has been amended to remove the reference to detonator protection.

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The Train Register entry has been amended to include block markers instead of signals and reference to detonator protection has been substituted with the position of the work-site marker boards.

14.10 Confirming the possession is given up

There are no changes to this section.

Section 15 Resuming normal working 15.1 Restoring the signalling

The signaller is now required to restore all routes that had been previously closed to protect the possession.

15.2 15.3

Telling personnel the possession is given up AHBC, RC or CCTV level crossings

There are no changes to this section.

There are no changes to this section except reference to single line working has been removed.

15.4

Possession given up around a train

The only change to this section is that when a possession is to be given up around a train, the train must be stood at a non-passable block marker.

15.5

First and second trains over the affected portion

The signaller's instructions have been amended to not allowing a second train to proceed over the line that was affected by the possession unless there is a non-passable route setting position (RSP) at which the route can be closed until the first train has cleared the block section.

Examples of the new ERTMS forms

Examples of the following forms are shown at the back of the module: RT3198 ERTMS Record of possession arrangements. RT3199 ERTMS Engineering Supervisor's Certificate.

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Module T11 ERTMS Movement of engineering trains and ontrack-plant in a T3 ERTMS possession

Who is this module for?

You will need this module if you work on an ERTMS line and you carry out the duties of: a signaller a person in charge of a possession (PICOP) an engineering supervisor a driver an operator of an OTM a shunter involved in T3 activities a person in charge of movements and unloading and loading engineering trains.

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Why is there a new module?

In terms of the movement of engineering and on-track plant within T3 ERTMS possession ERTMS signalling is different to conventional signalling to merit a new module in the Rule Book and if included in the current T11 would be over complicated for the user.

The main changes

Although containing many of the current instructions, the main differences between T11 ERTMS and the current T11 arrangements are as follows: Reference to signals have been replaced by the ERTMS equivalent of block markers. The possession is protected by non-passable block markers instead of signals and route barring has been introduced. The requirement to place detonator protection at each end of a line under a possession has been removed. The limit of the possession is between the first work-site and the last work-site marker boards. Only an ERTMS fitted train is allowed to make a movement from either end towards the work-site marker boards.

Section 1 Definitions used in this module

The only change in this section is the maximum speed in a possession on an ERTMS railway which is 40km/h.

Section 2 Movements towards the possession 2.1 Signaller getting the PICOP's permission

Reference to detonator protection has been removed. The signaller must now get the PICOP's permission before authorising the driver of an engineering train to proceed towards the first work-site marker board or at an intermediate point. Reference is now made to movements towards the first work-site marker board and not the detonator protection.

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2.2 PICOP giving permission

The PICOP is required to make sure the first work-site marker board is in position before giving the signaller permission for the movement to take place. The PICOP is also required to tell the signaller the position of the first work-site marker board. Before giving the signaller permission for a movement to enter the possession at an intermediate point which leads directly into a work site, the PICOP needs the engineering supervisor's assurance that a movement can be made safely and no other movement will be affected.

2.3

Signaller's precautions

Reference to module S5 Passing a signal at danger has now been replaced with S5 ERTMS Passing an EOA without an MA. The driver will require Written Order No 1 before proceeding towards the first work-site marker board. Before allowing a train towards the first work-site marker board, the signaller is required to: make sure the line is clear up to the first work-site marker board before instructing the driver to proceed towards it tell the driver the location of the first work-site maker board and instruct the driver to proceed towards it.

Section 3 Movements entering the possession 3.1 After the movement has entered the possession

Reference to detonator protection has been removed and the PICOP is now responsible for arranging for the first work-site marker board to be replaced immediately the movement has entered the possession.

3.2

Movements from an adjacent siding under T4

There are no changes to this section.

Section 4 Movements within the possession

This section has been amended to make it a more logical sequence of events. Consequently the headings may not be the same or in the same order as those found in the T11 instructions for conventional lines.

4.1

Operating points that affect the possession

There are no changes to this section except when operating points that affect the possession, the signaller is now required to place the points into the agreed position after a movement has taken place.

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4.2 Movements from the protecting block marker or points to the nearest work site

The signaller is the only person who can authorise movements from the protecting block marker or points at each end of the possession towards the nearest work site. Reference to detonator protection has been removed. The PICOP cannot authorise a movement until the previous movement has arrived at the worksite marker board When authorising a movement to enter an area under the PICOP's control there is an extra cross reference to assisting a failed train or OTP or removing a portion of a divided train as this is the only exception to only allowing one movement a time.

4.3 a) b)

Movements entering a work site At a maker board At an intermediate point

These instructions have now been divided into three sections.

There are no changes to this section.

There are now instructions for the engineering supervisor regarding trains entering a work site at an intermediate point.

c) 4.4

When work at a work site is suspended Movements within a work site

There are no changes to this section.

As the work-site marker boards must be at least 200 metres from the protecting signal, there is no longer any need to get the PICOP's permission before authorising a movement towards a marker board situated at the limit of the possession.

4.5

Movements between work sites

These instructions have not been changed they are the same as those in the instructions in T11 for conventional lines in section 4.6 Movements leaving a work site. As detonator protection is not used, the heading of the section has been changed as the instruction now only apply to movements between work sites within the possession and not from the first or last work-site marker boards towards the protecting block markers.

4.6

Authorising a movement to enter an area under the PICOP's control

These instructions have not changed except reference to detonator protection which has been removed.

4.7

Assisting a failed train, failed OTP or removing a portion of a divided train

There are no changes to this section.

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4.8 4.9 Coupling engineering trains or OTP Movement of more that one item of OTP at the same time in an area under the PICOP's control Detaching or stabling between work sites

Only the cross-references in this section have changed.

Only the cross-references in this section have changed.

4.10

An additional instruction has been added to ensure vehicles are not left between the first or last work-site marker boards and the protecting block marker.

4.11 4.12

Signalling work within the possession PICOP keeping a record of train movements

reference to detonator protection has been removed instructions have been added regarding trains entering or departing the possession at an intermediate point the form now required to record the details is now RT3198 ERTMS.

There are no changes to this section.

The only changes to this section are

The instructions now show separately what must be done when a movement is to leave a work site but not leave the possession from those which apply when a movement is to leave the possession.

Section 5 Movements leaving the possession 5.1 PICOP's responsibilities

Reference to detonator protection has been removed. The PICOP is required to make sure the last work-site marker board is not removed until: the train has stopped at it the driver understands the train is standing at the last work-site marker board the driver understands that the signaller's permission is required before proceeding. The PICOP is also required to: arrange for the work-site marker board to be immediately replaced once the train has left the possession tell the signaller when a train has passed clear of any points or crossings when leaving the train at an intermediate point.

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5.2 Signaller's responsibilities

Only an ERTMS fitted train is allowed to make a movement between the last work-site marker board and the block marker protecting the exit from the possession. Before giving the driver instructions to leave the possession the signaller has to make sure that: the line is clear and safe for the movement to be made beyond the last work-site marker board and out of the possession to the protecting block marker the block section from the protecting block marker to the next block marker is clear. The signaller is also required to personally authorise the driver to proceed at caution: beyond the work-site marker board, or through points or crossings that are protecting the possession at an intermediate point. The signaller must also tell the driver to be prepared to stop at the block marker ahead unless a movement authority is received.

5.3

Movements to an adjacent siding under T4 possession

There are no changes to this section except diagram T11 ERTMS 1 which shows the responsibilities for authorising movements.

Section 6 Conditions for propelling 6.1 6.2 6.3 Propelling movements within a work site Propelling outside a work site with authority Propelling outside a work site ­ controlling the movements

There are no changes to this section.

There are no changes to this section.

There are no changes to this section.

Section 7 Instructing the driver or machine controller 7.1 7.2 Responsibility for instructing the driver or machine controller Competent person accompanying the driver within the work site

There are no changes to this section.

There are no changes to this section.

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7.3 Reaching a clear understanding with the driver or machine controller

Three additional instructions have been added to this section. The PICOP or engineering supervisor is responsible for advising drivers or machine controllers of any permissible speed or temporary speed restriction lower than 40 km/h. Also if the engineering supervisor has agreed with a COSS green zone working the engineering supervisor is responsible for instructing each driver or machine controller to proceed at extreme caution and at no greater speed than walking pace. Also if the engineering supervisor has agreed with a COSS that red zone working applies or during darkness, poor visibility or if the work is in or near a tunnel, the engineering supervisor is responsible for instructing each driver or machine controller not to exceed 30 km/h during the movement.

7.4

Train-operated points

There are no changes to this section.

Section 8 Level crossings 8.1 8.2 8.3 Giving the driver or machine controller instructions Automatic half-barrier crossing (AHBC) Remotely controlled (RC) or closed-circuit television (CCTV) crossing Automatic open crossing locally monitored (AOCL) or automatic barrier crossing locally monitored (ABCL)

There are no changes to this section.

There are no changes to this section.

There are no changes to this section.

8.4

There are no changes to this section except the cross reference to T3 ERTMS Possession of an ERTMS line for engineering work.

8.5 8.6 8.7

Manned level crossing Crossing with red and green warning lights Barrow or foot crossings with white-light indications

There are no changes to this section.

There are no changes to this section.

There are no changes to this section.

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8.8 8.9 Telling the operators of level crossings User worked crossings

There are no changes to this section.

The PICOP or engineering supervisor (whoever is giving the instruction) must now instruct the driver or machine controller to pass over this type of crossing only when it is safe to do so.

Section 9 Driver's duties 9.1 a) Authority for movement of engineering trains Signaller

proceed from either end towards the first work-site marker board enter the possession at an intermediate point. The signaller will give the PICOP the instructions to pass to the driver when a movement is to: pass through points or crossings that are protecting the possession at an intermediate point when leaving the possession proceed beyond the last work-site marker board when leaving the possession. Movements described in this section are restricted to engineering trains fitted with ERTMS and operating in Staff Responsible mode.

Reference to detonator protection has been removed.

The signaller will personally authorise the driver to make movements that are required to:

b)

PICOP

The PICOP (or competent person on the PICOP's behalf) will authorise the driver to make a movement that is required to: pass through points or crossings that are protecting the possession at an intermediate point when entering the possession pass the marker board at the exit from a work site move between work sites proceed beyond the last work-site marker board after passing on the signaller's instructions when leaving the possession. When leaving a possession the driver does not require a written order.

c)

Engineering supervisor

There are no changes to this section.

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9.2 9.3 Reaching a clear understanding with others Headlights and tail lamps

There are no changes to this section.

There are no changes to this section except heading b) Train detained between work sites, as it is now only possible for a train to be detained between work sites within the possession as the line outside the first and last work-site marker boards is not within the possession but in the area controlled by the signaller.

9.4 a)

During a movement Making the movement at caution

Movements when entering, making a movement within or exiting a possession must be made at caution and not exceed 40km/h. The PICOP is required to tell the driver when authorising a movement between work sites if there are any permissible or temporary speed limits lower than 40 km/h. The cross reference to module S5 Passing signals at danger has been amended to S5 ERTMS Passing an EOA without an MA.

b)

Passing a block marker within the possession

A non-passable block marker within the possession must not be passed without the PICOP's or engineering supervisor's (depending on the location) permission. In this situation the driver does not need a Written Order.

c) 9.5

Level crossings When a possession is to be taken around one or more trains

There are no changes to this section.

The main change to this section is that an engineering or on-track machine train must be stood at a block marker (instead of a signal) before a possession can be taken.

9.6

When a possession is to be given up around a train

The main change to this section is that when a possession is to be given up around a train, the train must be stood at a non-passable block marker.

Section 10 Duties of the shunter or the person in charge 10.1 10.2 Controlling movements Reaching a clear understanding with the driver

There are no changes to this section.

There are no changes to this section.

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10.3 Headlights and tail lamps

There are no changes to this section except it is now only possible for a train to be detained between work sites within the possession, as the line outside the first and last work-site marker boards is not within the possession but in the area controlled by the signaller.

10.4 10.5 10.6 10.7 10.8

Giving the READY-TO-START signal Propelling within a work site Propelling outside a work site Place of safety on the ground Communications during a propelling movement

There are no changes to this section.

There are no changes to this section.

There are no changes to this section.

There are no changes to this section.

There are no changes to this section.

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Module TW8 ERTMS Level crossings on ERTMS lines

Who is this module for?

You will need this module if you work on an ERTMS line and you carry out the duties of a: driver level crossing attendant

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Why is there a new module?

The operation of level crossings on ERTMS is sufficiently different to the instructions in conventional signalling to merit a new module in the Rule Book. This module contains the rules necessary for drivers and level crossing attendants when working on ERTMS fitted lines.

The main changes Section 1 General information

There are no changes in this section.

Section 2 Driver's general instructions 2.1 2.2 Speed of trains approaching automatic or open level crossings Wrong-direction movements

There are no changes in this section.

There are no changes except that information has been provided to show that in the future a new wrong-direction board may be provided in the future to show speeds in both mph and km/h.

2.3 2.4 2.5 2.6

Passing over level crossings that are under local control Propelling movements over level crossings Reporting equipment failure Reporting crossing gates left open

There are no changes in this section.

There are no changes in this section.

There are no changes in this section.

There are no changes in this section.

Section 3 Automatic half-barrier crossings (AHBC) 3.1 3.2 Equipment and operation Failed train occupying crossing controls

There are no changes in this section.

There are no changes in this section.

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3.3 When an attendant is on duty at the crossing

There are no changes in this section except references to `protecting signals' have been replaced with the ERTMS equivalent of protecting `block markers'.

3.4

Driver carrying out the signaller's instructions

There are no changes in this section.

Section 4 Automatic barrier crossing locally monitored (ABCL) and automatic open crossing locally monitored (AOCL) crossings 4.1 4.2 (a) Equipment and operation If a train is not required to stop at the crossing Normal working

There are no changes in this section.

ERTMS requires the driver to control the speed of the train as displayed on the Driver Machine Interface (DMI) in the cab. As a consequence the speed restriction board has been replaced with a sighting board. It is still important for the driver on passing the level crossing sighting board, to make sure the crossing is clear and the white light next to the crossing is flashing. The driver of a train that is not fitted with ERTMS equipment (within a T3 ERTMS possession) will be advised at what speed the train can proceed. There are no other changes in this section.

4.3 4.4 4.5 4.6

If a train is required to stop at the crossing Failure of equipment Failure of equipment and the passage of trains during darkness Train delayed or stopped out of course when approaching the crossing Engineering work or road works affecting the crossing

There are no changes in this section.

There are no changes in this section.

There are no changes in this section.

There are no changes in this section.

4.7

There are no changes in this section.

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Section 5 Level crossings with full barriers worked by the signaller, including remote control (RC) and closed-circuit television (CCTV) crossings 5.1 5.2 5.3 Description Failure of equipment ­ all crossings When an attendant is on duty at an RC or CCTV crossing

There are no changes in this section

There are no changes in this section.

There are no changes in this section except references to `protecting signals' have been replaced with the ERTMS equivalent of protecting `block markers' and where in TW8 for conventional signalling the term `a signal is not provided' has been replaced with `no signalled route'.

Section 6 Open crossings non automatic 6.1 6.2 (a) Operation If a train is not required to stop at the crossing Normal working

There are no changes in this section.

ERTMS requires the driver to control the speed of the train as displayed on the Driver Machine Interface (DMI) in the cab. As a consequence the combined speed and whistle board speed restriction board has been removed, although a whistle board will be provided. The driver of a train that is not fitted with ERTMS equipment (within a T3 ERTMS possession) will be advised at what speed the train can proceed over the crossing. There are no other changes in this section.

6.3

If a train is required to stop at the crossing

There are no changes in this section.

Section 7 Crossings with red and green warning lights (R/G) 7.1 7.2 7.3 7.4 7.5

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Equipment and operation Wrong-direction movements Vehicles that cannot be relied upon to operate track circuits Vehicle gates left open Failure of a telephone

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There are no changes in this section.

There are no changes in this section.

There are no changes in this section.

There are no changes in this section.

There are no changes in this section.

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Section 8 Level crossings operated or supervised by a crossing keeper 8.1 8.2 Failure of equipment Train failing between the protecting block marker and the level crossing

There are no changes in this section.

There are no changes in this section except references to `protecting signals' have been replaced with the ERTMS equivalent of protecting `block markers'.

Section 9 Train crew-operated crossings (TMO) 9.1 9.2 Equipment and operation Passing over the crossing

There are no changes in this section.

There are no changes in this section.

Section 10 Occupation and accommodation (including bridleway) level crossings 10.1 10.2 Equipment and operation Signaller not receiving a telephone call after giving permission to cross Failure of a telephone Vehicle gates left open

There are no changes in this section.

There are no changes in this section.

10.3 10.4

There are no changes in this section.

There are no changes in this section.

Section 11 Barrow or foot crossings with white light indicators 11.1 11.2 11.3 Equipment and operation Wrong-direction movements Movements of small-wheeled trolleys

There are no changes in this section.

There are no changes in this section.

There are no changes in this section.

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Module TS10 ERTMS Train signalling regulations

Who is this module for?

You will need this module if you are a signaller on an ERTMS line.

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Why is there a new module?

Module TS10 ERTMS ERTMS Level 2 train signalling regulations mirrors module TS2 Track circuit block regulations including using the same major section numbering; the method of operation of ERTMS lines is very similar to track circuit block as continuous train detection is provided.

The main changes Section 1 Definitions

Route setting position (RSP) is a term used throughout relevant sections of this and other rule book modules. This section describes the different types of RSP and how they relate to the physical infrastructure. The definition of a block section is the same as on track circuit block lines. Note that the length of an overlap can be selected by the signaller at some locations for performance reasons but there are no safety implications as the ERTMS system will make sure safety is maintained.

Section 2 Principle

This section is a simple explanation of the conditions that allow for a Full Supervision (FS) movement authority to be issued by the signaller and how this is indicated to the driver.

Section 3 Method of signalling

This section is very similar to the equivalent in module TS2 Track Circuit Block Regulations, with changes in terminology applicable to ERTMS lines without lineside signals. Permissive working is only anticipated in platform lines and so there are no rules for permissive working on passenger or goods lines. Signalling by bell or telephone is also included. Signaller's rules for wrong-direction working are very similar to the corresponding rules in module TS2 Track Circuit Block Regulations with changes in terminology applicable to ERTMS lines without lineside signals.

Section 4 Obstruction of the line

Again, this section is very similar to the equivalent in module TS2 Track Circuit Block Regulations, although the methods of stopping trains in an emergency are different as this module takes into account: GSM-R voice functionality (Railway Emergency Call), and ERTMS emergency stop controls.

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Section 5 Train or vehicles proceeding without authority or train divided

As with the previous section, this section takes account of the alternative methods of stopping trains on ERTMS lines. Other changes (compared to module TS2 Track Circuit Block Regulations) are simply terminology.

Section 6 Tail lamp missing or it is not lit

This section is very similar to the equivalent in module TS2 Track Circuit Block Regulations, with changes in terminology applicable to ERTMS lines without lineside signals.

Section 7 Allowing an assisting train into an occupied section

This section is very similar to the equivalent in module TS2 Track Circuit Block Regulations, with changes in terminology applicable to ERTMS lines without lineside signals. Note that single line working is not yet permitted on ERTMS lines without lineside signalling (see section 9).

Section 8 Failure or disconnection of train describers or bells

This section is very similar to the equivalent in module TS2 Track Circuit Block Regulations, with changes in terminology applicable to ERTMS lines without lineside signals.

Section 9 Signalling of trains during single line working This section is not used.

The methods of single line working on ERTMS lines without lineside signals have not yet been determined.

Section 10 Opening and closing signal boxes

This section is near identical to the equivalent in module TS2 Track Circuit Block Regulations, apart from changes in terminology applicable to ERTMS lines without lineside signals.

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Information

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