Accident and Emergency Planning

Transcription

1 Accident and Emergency Planning Synopsis This Standard identifies the essential requirements for planning to enable an effective and safe response to Accidents, Incidents and Emergencies. Approved by Michael Harwood Chairman, Operations Standards Subject Committee Authorised by Richard Spoors Controller, s This document is the property of Railtrack PLC. It shall not be reproduced in whole or in part without the written permission of the Controller, s, Railtrack PLC. Published by Safety & Standards Directorate, Railtrack PLC, Floor DP01, Railtrack House, Euston Square, London NW1 2EE Copyright 1998 Railtrack PLC

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3 Page 1 of 1 Contents Section Description Page Part A Issue Record 2 Responsibilities 2 Compliance 2 Health and Safety Responsibilities 2 Supply 2 Part B 1 Purpose 3 2 Scope 3 3 Definitions 3 4 Policy 4 5 Responsibilities 5 6 Preparation of Plan 6 7 Planned Implementation 7 8 Preparedness - Emergency Services 8 9 Preparedness - Training & Exercises Reporting and Records Plan Review and Update Requirements for Preparation of Plans 14 Appendices A Scope of Plan 15 B1 Examples of Particular Risks 16 B1.1 Pipelines 18 B1.2 Industrial Major Accident Hazard Sites 20 B1.3 Tunnels and Other Structures 22 C Response Actions 25 C1 Advice to the Emergency Services and Initial Liaison 26 C2 Actions and Evacuation 27 C3 Maintaining Evacuation 29 C4 Re-entry 30 C5 Control 31 C6 Equipment 33 C7 Media Arrangements 34 D Disaster Recovery 35 E1 Report of Station or Other Facility Accident and Exercise 36 E2 Report of Station or Other Facility Accident - Individual Action 37 F Model Content for Plans 38 G Specimen Instructions for Personnel 40 H Exercise Organisation 41 References 43 RAILTRACK 1

4 Page 2 of 2 Withdrawn Document Issue Record Part A This Railway Goup Standard will be updated when necessary by distribution of a complete replacement. Amended or additional parts of revised pages will be marked by a vertical black line in the adjacent margin. Issue Date Comments 1 Aug 1998 Replaces the following s GO/RT3408 Issue 1 Dated July 1994 GO/OI0712 Exercises Involving Rail Operational Procedures Issue 1 Dated June 1993 GO/RT3402 Contact Arrangements With the Emergency Services Issue 1 Dated December 1994 Responsibilities s are mandatory on all members of the Railway Group* and apply to all relevant activities that fall into the scope of each individual s Railway Safety Case. If any of those activities are performed by a contractor, the contractor s obligation in respect of s is determined by the terms of the contract between the respective parties. Where a contractor is a duty holder of a Railway Safety Case then s apply directly to the activities described in the Safety Case. * The Railway Group comprises Railtrack and the duty holders of the Railway Safety Cases accepted by Railtrack Compliance The provisions in this are to be complied with from 3 October Health and Safety Responsibilities In issuing this Standard, Railtrack PLC makes no warranties, express or implied, that compliance with all or any s is sufficient on its own to ensure safe systems of work or operation. Each user is reminded of its own responsibilities to ensure health and safety at work and its individual duties under health and safety legislation. Supply Controlled and uncontrolled copies of this may be obtained from the Industry Safety Liaison Dept, Safety and Standards Directorate, Railtrack PLC, Railtrack House DP01, Euston Square, London, NW1 2EE. 2 RAILTRACK

5 Page 3 of 3 1 Purpose 2 Scope 3 Definitions Part B To define principles and requirements for planning to provide an effective safe response to Accidents, Incidents and Emergencies. All Accidents, Incidents and Emergencies upon or likely to affect Railtrack controlled infrastructure. Accident Unplanned, uncontrolled event giving rise to death, ill health, injury or other loss. BTP The British Transport Police Force. Designated Switchboard An operator controlled facility which receives internal rail telephone network service emergency calls and is responsible for extending these to the EAC. Electrical Control A location identified as a control facility for electric traction current for areas of the rail network. Emergency Current unforeseen or unplanned event which has life-threatening or extreme loss implications and requires immediate attention. Emergency Authority Control (EAC) The Emergency Service location dealing with emergency calls. Emergency Services The statutory fire, police, ambulance or coastguard services in whose area an Accident or Incident occurs. Home Department Police Otherwise known as the Civil Police. Hot Line Facility A telephone facility identifying the originating point of a call giving a priority two way contact (equivalent to a direct circuit). Incident Unplanned, uncontrolled event which could have resulted, but did not result in death, ill health, injury or other loss. Lead Contact A person nominated by Railtrack responsible for planning and agreeing contact arrangements between Zone Production Controls and Emergency Services in each County or Emergency Service area. Major Signalling Centre A signalling centre identified by Railtrack as controlling extensive or critical areas of the rail network. Other Carriers Other transport undertakings interfacing with the Railtrack controlled infrastructure such as London Underground Limited, bus and taxi organisations. RAILTRACK 3

6 Page 4 of 4 Withdrawn Document Other Responding Organisations Organisations such as the Environment Agency (SEPA in Scotland), industry specialist advisers, local authorities, health & safety inspectors, HM Railway Inspectorate and the military. Plan A controlled issue document (emergency Plan) prepared in accordance with the requirements of this identifying responsibilities and actions necessary to enable a safe effective response to Accidents, Incidents and Emergencies. Plan Co-ordinator The person with the responsibility for development and administration of an (emergency) Plan. Rail Incident Officer (RIO) The nominated and certificated person charged with the role of on-site command and control of all rail related organisations and their support at an Accident or Incident involving train operation, lines or sidings in accordance with Railway Group Standard GO/RT3434/2. (The use of term RIO in this Railway Group Standard includes any equivalent lead manager appointed in other circumstances). Railtrack Railtrack PLC, whose registered office is at Railtrack House, Euston Square, London NW1 2EE. Rail Telephone Network The rail internal automatic telephone network, provided by a Telecommunications Service Provider in accordance with a service level agreement with Railtrack telephone network, as distinct from the public telephone network. Station An area incorporating platforms, concourse and all associated railway facilities, tenancies and Other Carriers facilities in that area. Telecommunications Service Provider The organisation providing and maintaining specialist telecommunications facilities including Designated Switchboards and communication links with the Emergency Services. Zone Production Control The Railtrack control responsible for the location at which an Accident or Incident occurs which is provided and equipped in accordance with this Railway Group Standard. 4 Policy 4.1 Statement Members of the Railway Group must have in place planned management arrangements and resources which: seek to prevent Accidents and Incidents; reduce to a minimum the effects of Accidents and Incidents; identify those with responsibility for the preparation of plans providing an appropriate level and speed of response to Accidents, Incidents and Emergencies which can reasonably be expected to occur; provide simple, flexible and up to date responses including actions agreed with other members of the Railway Group, the Emergency Services and Other Responding Organisations; 4 RAILTRACK

7 Page 5 of 5 provide for plans to be briefed in and exercised to ensure effectiveness when implemented; provide specific instructions for personnel; identify safety requirements for all those involved in the response. Plans must take account of relevant legislation such as The Management of Health & Safety at Work Regulations 1992 and: GO/RT3434/2 which details the requirements for managing Accidents and Incidents; GO/RT3434/3 which details the requirements for investigations and formal inquiries. When preparing a Plan a variety of aspects must be considered. Not all will apply in every Accident, Incident or Emergency. These aspects are detailed in Appendices to this Standard, which include Codes of Practice. This Standard addresses safety issues but a Plan may also address the impact on the member of Railway Group in terms of the economic loss resulting from operation without all or part of any equipment, infrastructure or Station. These issues may be covered by a disaster recovery plan. Appendix D identifies issues which may be considered in these circumstances. 5 Responsibilities 5.1 Members of the Railway Group Members of the Railway Group must: appoint Plan Co-ordinators with responsibility for the preparation of Plans for Accidents, Incidents and Emergencies; ensure preparation of Plans for Accidents, Incidents and Emergencies for all stations, train operation in identified areas and lines of route on Railtrack controlled infrastructure; organise a management structure and arrangements whereby their organisations are prepared for Accidents, Incidents and Emergencies. 5.2 Plan Co-ordinators Plan Co-ordinators are responsible for ensuring: the development of specific Plans for each Station; the identification of the various Accident, Incident or Emergency situations involving train operations and infrastructure that could reasonably be expected to arise and the development of specific Plans for each situation (See Appendix B1); the identification of individuals who have responsibility for specific activities involved in the area or activity covered by the Plan, such as tenants and Other Carriers; the identification of individuals with responsibility for interfacing with the Emergency Services to assist development of the Plan; there is co-ordination with the planning required by Regulation 12 of the Fire Precautions (Sub surface Railway Stations) Regulations 1989, or any other relevant requirement imposed under the Fire Precautions Act 1971 identification of responsibilities, to be included in the Plan for initiation and implementation, which should include briefing, training and practical exercises. (See Appendix H) that responsibilities are confirmed in writing to those concerned that all participating members of the Railway Group and others involved such as Other Carriers, tenants, persons in charge of buildings or engineering work, BTP, Emergency Services and other organisations are given written copies of the Plan, or such information contained in the Plan that it is agreed with them is necessary to implement the Plan. that the date and source of the Plan with responsibility for preparation, updating and issue is identified. RAILTRACK 5

8 Page 6 of 6 Withdrawn Document 6 Preparation of Plan 6.1 Potential Accidents and Incidents Accidents, Incidents and Emergencies can obviously take many forms. The process of preparing Plans must:- as far as is reasonably practicable identify circumstances with potential to cause an Accident or Incident:- i ii iii on or likely to affect Railtrack controlled infrastructure; involving train operation; within or likely to affect a Station. identify, at a station or elsewhere on Railtrack Controlled infrastructure, any circumstances involving temporary activity such as building or engineering works to ensure the impact of these works on the Plan is properly considered within the Plan and amended as necessary as work progresses; assess the likelihood of any Accident, Incident or Emergency occurring; include special provision for areas of inherent Emergency response difficulty, such as tunnels, viaducts etc., or locations of high potential risk such as oil and chemical depots (see Appendices, B1.1, B1.2 and B1.3); assess the potential scale of the circumstances for which a Plan is considered necessary; identify the scope of (see Appendix A) and activities covered by each Plan. 6.2 Involvement in Planning Process The Plan must be prepared in conjunction with the following:- other members of the Railway Group who must:- i ii take into account input from their agents and contractors; ensure their responsibilities for Emergency planning and their interface with other members of the Railway Group are recognised in their Plans. the manager(s) in charge of the relevant location(s) covered by the Plan; the manager responsible for fire safety arrangements at the relevant location(s); Tenants; Other Carriers; BTP (who will liaise with and co-ordinate Home Department Police input); other Emergency Services (Fire and Ambulance); the Department of The Environment, Transport and the Regions where International terminals on Railtrack controlled infrastructure are involved; Other Responding Organisations; where appropriate other organisations whose premises, equipment or activities have potential to effect the safe operation of Railtrack controlled infrastructure. The County / Local Emergency Planning Officer may also need to be involved to ensure co-ordination with Local Authority plans. Other organisations and agencies may need / have their own plans for parts of the area involved. e.g. building sites. These must be identified and either a single Plan must be produced or plans co-ordinated and copies exchanged. Members of the Railway Group occupying premises pursuant to a lease should seek to conform to the requirements of this so far as is practicable. In so doing and insofar as they may be affected by others then they should raise with their Landlord and other tenants the application of the requirements of this Standard. Any approaches of this nature must be in writing with full records maintained. 6 RAILTRACK

9 Page 7 of 7 6. Liaison - Plan Co-ordinator The Plan Co-ordinator must:- identify and record the contact telephone numbers of all key persons with responsibility for the agencies identified in paragraph 6.2; organise regular meetings to agree procedures and to review and update the Plan; agree with all participants the meeting frequencies (see Section 11); enable meetings to be held urgently if requested by the participants; ensure notes are taken of the meetings and circulated to all participants; liaise with the Emergency Services on specific Emergency Service issues. 6.4 Liaison - British Transport Police The BTP Area Commander will nominate a BTP Officer to liaise with the Plan Coordinator and the appropriate Home Department Police Force to provide coordinated Police input to a Plan. This relates particularly to overall police contingency planning and the police role in evacuation procedures at Stations. 6.5 Scope and Style of Plan There must be one overall Plan e.g. for a Station or train operation on particular lines / locations. The scope and areas covered by the Plan must be clearly identified (see Appendix A). It must be simple and easily understood. Where possible, actions to be taken should be apparent as the most obvious thing to do. The use of action check lists will facilitate plan implementation. The Plan may be supported by other plans or detailed instructions relating to specific scenarios (see Appendix B1) for any area or activity identified. These might provide for work shutdown, fire and evacuation in other areas but they must interface with the overall requirement. Other supporting activities such as media arrangements may form a separate plan but again these arrangements must interface with the overall Plan requirement. A distribution list must be incorporated, with distribution on a controlled basis. Appendix F identifies a suggested content for a Plan. 7 Planned Implementation Plans must:- clearly identify the rail person who will take the lead; clearly identify the circumstances in which the Plan will be implemented; clearly identify the response and support provided by those with an identified involvement in responding in accordance with the Plan; determine the response and support that needs to be provided by members of the Railway Group (see Appendix C); provide an effective response with competent staff designated for on and off site management and investigation; enable effective co-ordinated and comprehensive structured response initiation, command and control, investigation, recovery, public awareness and conclusion. See s GO/RT3434/2 and GO/RT3434/3; ensure arrangements which take account of health and safety requirements for all personnel including contractors, members of the Railway Group, the Emergency Services, Other Responding Organisations and the public; secure, in accordance with the requirements of s GO/RT3434/2 and GO/RT3434/3 the following objectives:- RAILTRACK 7

10 Page 8 of 8 Withdrawn Document i ii iii iv v preservation of evidence; information gathering; identification of immediate and root cause(s); remedial action; prevention of recurrence; ensure reporting of Accidents and Incidents in accordance with statutory requirements and GH/RT Preparedness - Emergency Services An effective Emergency Service response to rail Accidents and Incidents necessitates co-operation in the planning of interfaces, good communication and the provision of equipment by members of the Railway Group in liaison with the Emergency Services. 8.1 Planning Railtrack must have planned arrangements which ensure that when an Accident or Incident occurs on Railtrack controlled infrastructure the operational response interface between Railtrack and the Emergency Services is effective. The planning role must be discharged through a Lead Contact, identified to each Emergency Service, with responsibility for:- liaison within and between Railtrack and other members of the Railway Group to provide a single input to the Emergency Services on emergency planning issues; enabling a clear understanding by the Emergency Services of the responsibilities of the members of the Railway Group for control of railway infrastructure and train operation; identifying to the Emergency Services the Zone Production Control emergency contact arrangements for each part of Railtrack controlled infrastructure and keeping these details up to date; disseminating as necessary to members of the Railway Group and the Telecommunications Service Provider changes to telephone service numbers used for contact purposes; dealing with any queries or problems relating to the interface with the Emergency Services providing information about the assets and geography of rail facilities and access points, particularly where access might be difficult e.g. underground locations, tunnels and viaducts; encouraging visits by Emergency Service personnel to rail installations as a means of developing an understanding of the roles and responsibilities of members of the Railway Group involved in the response to Accidents and Incidents; ensuring that changes to Zone Production Control arrangements for contacting the Emergency Services are considered with the Emergency Services allowing sufficient time for the changes involved to be made and to be effective. Agreeing an implementation date for those changes; making arrangements with the Telecommunications Service Provider to ensure that the communications links between the Designated Switchboard Operators and the Emergency Services are agreed and kept up to date. 8.2 Zone Production Control Identification Emergency Services need to be able to identify immediately the Zone Production Control responsible for a line of route or location. The Zone Production Control must be able to respond to requests made by the Emergency Services for operational information relating to an Accident, Incident or Emergency involving a line of route or location for which they are responsible. Where the rail infrastructure layout and responsibilities are complicated and could lead to a multiplicity of possible contacts the Lead Contact must decide an arrangement with the Emergency Services involved, providing a method of promptly identifying the location of an Accident or Incident. 8 RAILTRACK

11 Page 9 of Call Transfer The follow up to an operational call from the Emergency Services may be more effective if undertaken by a Zone Production Control other than that to which the original call is made by the Emergency Services. Arrangements for the transfer of operational calls and follow up responsibility to another Zone Production Control may be agreed with the Emergency Services provided:- transfer is effected immediately calls are received (a direct line facility may be necessary); subsequent operational follow up required by the Emergency Services is provided by the Zone Production Control to which they have been transferred Capability of Zone Production Control Availability to the Emergency Services of accurate information on the circumstances of an Accident or Incident is essential for an effective response. Recognising that information immediately available may be limited or inaccurate Zone Production Controls must be able promptly to:- identify the location of any Accident or Incident on Railtrack controlled infrastructure by Ordnance Survey grid reference (two alphabetical characters plus six digits), street name or in another form previously agreed with the Emergency Services involved, (which may include Post Codes); identify the contact telephone numbers for the controller of rail infrastructure not controlled by Railtrack; identify the location of the Accident or Incident on or affecting Railtrack controlled infrastructure from details supplied by the Emergency Services; provide the interface between the Emergency Services and Electrical Controls to enable an effective response to accidents or incidents involving electric traction current; identify the nearest available and suitable access point to the railway for use by the Emergency Services, by specialist support vehicles and for access in any other form requested; respond in accordance with GO/RT3000 and GO/RM3053 providing full details e.g. of any dangerous goods being carried or other hazardous materials involved such as asbestos or polychlorinated biphenyls (PCBs); provide the off site interface with the Emergency Services required by GO/RT3434/2; contact an agreed British Transport police location on a hotline facility Communications Equipment Calls to Emergency Services must normally be made using the Rail Telephone Network emergency call facilities as this will enable direct access to the appropriate EAC. The use of mobile telephones and other than Rail Telephone Network telephones to call the Emergency Services is subject to the requirements of GO/RT3000. Railtrack and other members of the railway group as appropriate, must establish service level agreements with the Telecommunications Service Provider to provide the communications equipment and functionality required by this Railway Group Standard. 8.3 Communications Equipment Zone Production Controls Each Zone Production Control must be provided with a minimum of two direct public exchange telephone lines. At least one of the lines must be an exdirectory direct dial inwards line reserved exclusively for use by the Emergency Services. RAILTRACK 9

12 Page 10 of 10 Withdrawn Document Public network telephone services must be totally independent of the Rail Telephone Network and cabling. As far as possible this separation must be maintained throughout the building in which the Zone Production Control is located. Means must be provided to bypass the telephone system in the event of a system failure. If the Zone Production Control has a large number of responding personnel and organisations to mobilise, automatic dialling equipment may be used to speed up the mobilisation process Signalling Centres and Others Facilities Each signalling centre and other important railway facilities such as stations must have a means of contacting the Emergency Services. Direct public exchange telephone lines must be provided at Major Signalling Centres. Members of the Railway Group must decide whether a public exchange telephone line needs to be provided at other facilities. The decision making process must take account of factors such as Rail Telephone Network facilities available, the levels of external incoming calls at the facility, the likelihood of vandalism affecting the telephone facilities and operational needs such as level crossing operation. On electrified lines Major Signalling Centres must be equipped with direct lines to the appropriate Electrical Control(s). Other signalling centres on electrified lines must alternatively be equipped with an emergency dialling system for this purpose Rail Telephone Network Exchange Facilities and Services Railtrack is responsible for ensuring arrangements with the Telecommunications Service Provider that provide the following facilities and services:- Designated Switchboards providing a 24 hour emergency call service. There must be arrangements to switch the service to alternative locations providing the same standard of service in the event of failure or planned outage; Designated Switchboards with equipment providing an interface between Rail Telephone Network emergency calls and the EAC; a switchboard operator to immediately direct Rail Telephone Network emergency calls to the EAC responsible for the location identified by the call (whether or not this is the actual location from which the call is made). Telephone operators, after advising the EAC, must advise the responsible Zone Production Control and the British Transport Police; a data record with hard copy back up, to enable the telephone operator to give the required location information. Arrangements must be established with the Telecommunications Service Provider to ensure detail of rail infrastructure is incorporated in the data record and updated as changes occur Automatic Voice Recording Automatic voice recording equipment must be provided for all emergency contacts with the Emergency Services made using the communications equipment provided at Designated Switchboards. Recordings must be retained for at least 24 hours. 8.4 Equipment and Service Efficiency Tests Equipment and Test Frequencies Lines and facilities giving contact with the Emergency Services or having an emergency function identified in this Standard must be tested either daily or regularly (as identified subsequently) to ensure they are functioning correctly. A list must be maintained of lines and facilities and the specified test frequencies. Faults must be reported to the Telecommunications Service Provider for repairs 10 RAILTRACK

13 Page 11 of 11 to be undertaken. A record must be maintained of tests undertaken, faults reported and when they are repaired. Direct lines between Major Signalling Centres and Electrical Controls also direct emergency dialling systems between other signalling centres and Electrical Controls must be tested daily. Other lines and facilities identified in this Standard must be tested at least once per week. Examples are direct lines and telephones designated for contact with Emergency Services in Zone Production Controls, signalling centres, Designated Switchboards and at stations Responsibility for Testing Members of the Railway Group must agree with the Telecommunications Service Provider which organisation will undertake the tests identified in sub paragraph Normally Railtrack will undertake daily tests and the Telecommunications Service Provider will undertake weekly tests Efficiency of Response Members of the Railway Group must institute arrangements which monitor the efficiency of the response using the communications equipment identified in sub paragraph Members of the Railway Group must:- determine the frequency at which this monitoring will be undertaken; liaise with each other, the Telecommunications Service Provider and Emergency Services as appropriate to ensure any improvements identified as necessary are made. 9 Preparedness - Training & Exercises An effective response to Accidents and Incidents necessitates an understanding of the roles and responsibilities of members of the Railway Group and Emergency Services. 9.1 Training All staff who may be involved in applying the requirements of this Railway Group Standard must be competent to undertake their role. Effective Plans require that those involved have a good knowledge of the emergency equipment available, the Plan requirements and general and individual responsibilities. The degree of training necessary to achieve competence will depend on the nature of the Plan, the complexity of the Station or the potential circumstances involved. Simple plans based on obvious actions should limit the amount of formal training needed whilst some locations may involve staff in more extensive formal training e.g. stations subject to Regulation 12 of the Fire Precautions (Subsurface Railway Stations) Regulations The planning process must identify training requirements and objectives, such as briefing and practical exercises. The Plan Co-ordinator must ensure, in conjunction with the manager responsible for the location covered by the Plan, that the frequency of briefings and exercises is determined with all those involved in the planning process (see paragraph 6.2). The manager in charge of each location covered by a Plan is responsible for ensuring that:- all employees receive fire safety training to meet the requirements of the applicable legislation at the location involved and are familiar with fire equipment provided at that location; RAILTRACK 11

14 Page 12 of 12 Withdrawn Document all employees are familiar with safety actions to be taken in a fire or other Emergency at that location; all employees with specific Emergency or evacuation responsibilities at that location have been involved in briefings, training and joint exercises with other occupants involved in the Plan area, the BTP and the Emergency Services; means of identifying planned individual / location responsibilities and actions are always readily available; there are adequate first aid arrangements to meet legislative requirements; information and equipment is readily available for use in an emergency e.g. maps and plans of the area, emergency contact check lists, log sheets for recording response actions. Individual employees must be given simple instructions outlining their actions and responsibilities. The use is recommended of laminated cards with the format shown as examples in Appendix G Specimen Instructions for Personnel. 9.2 Exercises Exercises are an essential input to ensuring effective emergency plans by controlled testing of:- knowledge of planned response; strengths and weaknesses (plans and individuals); the understanding of roles and responsibilities of rail and other organisations; working relationships; support availability. To be effective exercises can require considerable input from the agencies involved, both in resources and expense. Exercise organisers must consider their expectations with other members of the Railway Group and other organisations involved to make best use of available resources. Guidance on exercise organisation is contained in Appendix H Exercises - Requirements The following types of exercise are a requirement:- Table Top Command & Control These exercises have a particular objective of practising and promoting command and control responsibilities within a multi agency response to the management of Accidents. Table top exercises must be organised such that each Emergency Service is involved not less than annually in an exercise of this nature with a Railtrack Zone. Members of The Railway Group must liaise with each other and the BTP, who may be involved in organising the exercises, to ensure a co-ordinated approach to the Emergency Services for planning and organising exercises; Full Size Exercises Exercises involving the use of full size equipment may be organised as an alternative to the table top exercise requirement. Full size exercises can provide essential realism for some forms of hands on training; Evacuation Exercises Evacuation plans for underground and sub-surface stations are required to be exercised at not more than two yearly intervals Exercises - Other Types Other types of exercise may also be held. Although the responsibility for initiation is not always that of members of the Railway Group, involvement in these exercises helps ensure an effective response and meets duty of care responsibilities on the part of all those potentially involved. Examples of these exercises are as follows:- 12 RAILTRACK

15 Page 13 of 13 Communications Testing communications equipment and procedures; Irradiated Fuel Transport Flask Emergency Plan (IFTFEP) Nuclear industry use of the IFTFEP to exercise each potential nuclear industry responder every two years. These exercises may involve members of the Railway Group who would initiate the IFTFEP. The nuclear industry takes the initiative in organising these exercises which must be supported by members of the Railway Group; Chemical Industry Company tests of their emergency plans for dangerous goods movements e.g. Chlorine, Ammonia or Vinyl Chloride Monomer; Statutory Bodies Testing emergency plans of statutory bodies such as the Environment Agency response arrangements for an incident involving water courses or estuarial waters; Military / Security These involve military or Government security agency personnel. Any approach must be advised to the Director, Operations of Railtrack who will give advice on the implications of the exercise and actions to be taken. This must be done before any agreement is given to any exercise of this nature. 9.3 Organisation of Exercises In all cases when an exercise is being organised a person must be appointed with overall responsibility for co-ordinating the planning, management and debrief of that exercise. Other aspects that must be considered are as follows:- Exercise objectives; Asset use and associated risks; Release of information; Site safety; Exercise real time control; Debrief and feedback. Details of these aspects are in Appendix H which also contains guidance on related issues not of a safety nature. 10 Reporting and Records Written records must be retained of Accidents and Incidents (including associated evacuations) as well as the organisation, implementation and review of exercises. The member of the Railway Group taking the lead in managing an Accident or Incident or organising an exercise is responsible for reviewing the circumstances as soon as possible after the event. This will enable the identification of lessons and best practice and any necessary improvements to the content of emergency plans and organisation of exercises. Those lessons which could be applied by other members of the Railway Group must be shared with them. This would include, for example, proposals for change to s. GH/RT4005 outlines general requirements for reporting and analysis of Accidents and Incidents. To enable review of Accidents and Incidents involving stations, Appendix E1 gives a suggested format for reporting required details, including details of exercises, and Appendix E2 a suggested outline for reporting details of individual actions. Details identified in Appendices E1 and E2 should be available for RAILTRACK 13

16 Page 14 of 14 Withdrawn Document consideration by the Plan Co-ordinator and the BTP within 24 hours of an Accident or Incident occurring. 11 Plan Review and Update Plans and procedures must be reviewed to check fitness for purpose and accuracy. A review must also take place within three working days following implementation of all or a significant part of the Plan. Details of any problems relating to the Plan must be notified to the Plan Coordinator. The Plan Co-ordinator must ensure meetings of all those involved in the planning process at intervals not greater than 12 months and at shorter notice if particular problems are identified in the Plan or if requested by a member of the planning team. These meetings are to review application of the Plan and to update the planning process, Plan content and procedures such as:- membership of the planning team; changes in circumstances affecting the Plan; review of evacuation requirements; lessons learned from Accidents and Incidents (including evacuations) and exercises. Amendments to Plans must be dated and issued on a controlled basis. 12 Requirements for Preparation of Plans Members of the Railway Group must keep under review the application of the requirements of this Standard and identify the need for any changes to it. Any shortcomings in the arrangements for planning for Accidents, Incidents and Emergencies must be identified, notified to the organisation directly responsible, and rectified as soon as possible. 14 RAILTRACK

17 Page 15 of 15 Appendix A Scope of Plan The Plan must take into account the following:- the need to define the exact scope of the Plan e.g. the physical limits of a Station or the train service(s) / operational activity covered. Where applicable the interfaces with other Plans prepared in accordance with this or by other organisations, must be identified and agreed; all details of areas covered and boundaries must be recorded in writing and held in an identified and accessible location; all areas and activities within the defined limit of a Station must be covered by the Plan; all constituent parts, tenancies, Other Carriers involved etc. must be identified to enable these, so far as is practicable, to be provided for in the Plan; common parts and public areas of a Station must be identified. A Station may be divided into zones for this purpose. RAILTRACK 15

18 Page 16 of 16 Withdrawn Document Appendix B1 Examples of Particular Risks This Code of Practice identifies examples of circumstances with potential risk and which may need to be considered in the planning process. They are grouped for presentation purposes but the risks may of course overlap between one group of examples and another. 1 Train Operation Derailment and / or collision; Major signalling failure; Loss of traction current or other power failure; Accident involving dangerous goods; Fire; Person falling from / being struck by train; Obstruction of the line; Other equipment failure; Other events causing (or likely to cause) unplanned suspension or curtailment of services for a significant period. 2 Infrastructure Structural failure e.g. embankment, bridge, viaduct, tunnel or landslide. 3 Station Fire - in particular the legal requirements of Regulation 12 of the Fire Precautions (Sub surface Railway Stations) Regulations 1989 or relevant requirements imposed under the Fire Precautions Act 1971; Need for evacuation; Abnormal congestion however caused; Security threats and explosions (specific requirements are contained in GO/RT3601); Hazardous substances in stores / containers; Foreseeable problems associated with major events e.g. football ; matches and demonstrations; Specific risks associated with a Station, the activities of members of the Railway Group or other activities such as tenancies and adjacent factories; Potential impact on "off site" areas - need for evacuation or use of those areas. 4 External 4.1 Natural Fire Rain / snow / wind; Flood river / coastal; Storms / damage; Earthquake / earth tremor. 16 RAILTRACK

19 Page 17 of 17 Appendix B1 (continued) 4.2 Other Road crash adjacent to / onto railway; Plane crash; Pipelines (see Appendix B2.1); Control of Industrial Major Accident Hazard (CIMAH) Regulations sites (see Appendix B1.2); Tunnels and other structures (see Appendix B1.3); Other Accidents and Incidents involving those activities external to the railway which could affect or "spread" onto Railway Group activities. 5 Miscellaneous Pollution of controlled waters, land and air; Security problems e.g. requirements of GO/RT3610; Trauma counselling. RAILTRACK 17

20 Page 18 of 18 Withdrawn Document Pipelines Appendix B1.1 1 Object Pipelines adjacent to railway operations may represent a potential risk to the safe operation of the railway. Plans must identify effective arrangements which can be implemented in the event of an Accident or Incident involving a pipeline to limit its consequences and ensure the continued safe operation of the railway. It should be noted that Accidents or Incidents initially involving railway operations may have potential to affect a pipeline. The following aspects must be considered. 2 Types of Pipeline Pipelines must be identified where they are located on or adjacent to railway property and:- carry hazardous material or carry non-hazardous materials operating at pressures in excess of 100lbs / f / in sq (7 bar). Pipelines carrying flammable gases may represent a potential risk even when located at distances of 800 metres / half a mile or more from rail operations. 3 Details of Pipeline Operators and Pipelines 3.1 Pipeline Operators Details of pipeline operators must be obtained from organisations such as the following:- Health & Safety Executive; other statutory bodies; Major pipeline operators such as British Gas and the British Pipeline Agency; Local Authorities 3.2 Pipeline Details The following details must be obtained and recorded for each pipeline:- location identified by reference to physical features, rail mileage or Ordnance Survey Grid Reference. The form of identification must be suitable for use by the Zone Production Control, Emergency Services contacts and the pipeline operator; the size of the pipeline, the operating pressure materials carried in the pipeline and hazards associated with the materials carried; contact telephone numbers for the Zone Production Control and Pipeline Operator to be used in the event of an Accident or Incident; action to be taken in the event of an Accident or Incident to contain the risk. 18 RAILTRACK

21 Page 19 of 19 Appendix B1.1 (continued) 3.3 Plans Railtrack must ensure that details of each pipeline location are:- made available with the Zone Production Control responsible for the location involved so that in the event of a rail Accident or Incident the potential effect on the pipeline can be quickly established and information given to the pipeline operator. The potential effect of an Accident originating with the pipeline can also be assessed; made available to the Emergency Services when attending to an Accident or Incident at that location. (Prior advice of details of pipelines should be given to the appropriate Fire Brigade to assist in planning an effective response to an Accident or Incident.); included in Plans together with actions to be taken and who is responsible. RAILTRACK 19

22 Page 20 of 20 Withdrawn Document Appendix B1.2 Industrial Major Accident Hazard Sites 1 Object Some industrial major Accident hazard sites represent a potential risk to the safe operation of the railway. For these sites Plans must identify effective arrangements to limit the consequences of a major Accident and which can be implemented to ensure the continued safe operation of the railway. The following aspects must be considered:- 2 Industrial Major Accident Hazard Sites - Planning Requirements These are sites subject to Regulations 7-12 inclusive of the Control of Industrial Major Accident Hazard Regulations 1984 (CIMAH Regulations). These regulations require the preparation of on and off site plans. These plan areas may include railway activity / operations. Because of the nature of the dangerous substances that can be involved CIMAH Sites do not necessarily have to be immediately adjacent to the rail network for them to constitute a potential risk to safe operation / activity. The potential involvement of the Railway Group depends on the content of the plans prepared for the site. 3 Details of CIMAH Sites Railtrack must identify CIMAH sites which have on and / or off site emergency plans covering areas which include rail activity. Details of sites and their plans are available from the Local Authority Planning Officer, the Health & Safety Executive or the operator of a CIMAH site. The person obtaining these details must ensure that all members of the Railway Group within the CIMAH site plan area(s) are given details so that the necessary arrangements can be considered in the development of their plans. 4 Emergency Plan If rail activity comes within the area covered by an on or off site Plan the following actions must be taken:- 4.1 information The site operator responsible for preparing the CIMAH site plans must be given details of the rail contacts for use in an Emergency. When train operations are involved this contact must be the Zone Production Control. Details must be obtained of the emergency contact identified in the CIMAH site plan together with actions required to be taken should the CIMAH site plan be implemented. 20 RAILTRACK

23 Page 21 of 21 Appendix B1.2 (continued) 4.2 Considerations / Action The following aspects must be considered and the necessary actions specified in the Plans prepared in accordance with this :- information produced by the operator of the CIMAH site e.g. of the dangerous substances involved and what actions the on / off site plan(s) require; the identification of activities, equipment or operations of members of the Railway Group as well as any dangerous substances likely to be in the area or in transit; actions that must be taken to ensure continued safe activity / operation of the rail network should the CIMAH site plan be implemented; the need for those who have to take action to have detailed and readily accessible instructions; possible need for Zone Production Controls to stop / divert trains quickly. 5 Review Plans must be amended if new information becomes available. Formal review must take place with the originator of the CIMAH site plan(s) at a frequency agreed with the plan originator. This review must be undertaken at intervals not exceeding 12 months. It must confirm the continued effectiveness of the Plan and ensure that any change in circumstances is reflected in both the Plan(s) and associated instructions. RAILTRACK 21

24 Page 22 of 22 Withdrawn Document Appendix B1.3 Tunnels and Other Structures 1 Statement The potential consequential risk presented by an Accident occurring in confined locations, on structures or where Emergency Service access is difficult can be considerably higher than for similar Accidents occurring elsewhere. Examples are tunnels, bridges, viaducts and deep / steep sided cuttings, but the additional risk and the way it might be addressed depends on the circumstances of each location. This additional risk must be considered on a location specific basis when preparing plans in accordance with this. Application of the arrangements contained in this Appendix will help ensure that decisions relating to risks in these circumstances, hence the effectiveness of the planned response to Accidents that might occur, are soundly based. It will also help identification of risk reduction that can be achieved if particular actions are taken. 2 Risks 2.1 Identification and Assessment These locations, which obviously vary widely in their characteristics, must be identified and listed during the process of preparing plans, normally those for line of route train Accidents. This planning process must take account of Emergency Service input. For each location the following must be assessed:- the types of accident which could foreseeably occur at these locations; the likelihood of such accidents occurring; the additional consequential risk arising from the location or due to physical features of the rail infrastructure, and aspects adjacent to rail property e.g. geography, structures, population, communication equipment, difficulty of Emergency Service access to the site; the additional consequential risk to those injured caused by the extra time involved in applying an appropriate medical response because of access difficulties. In the majority of cases a simple assessment of likelihood of an Accident occurring and its consequences will usually be sufficient. In more difficult circumstances formal quantified risk assessment (QRA) may be necessary. 2.2 Reduction For each location consideration must be given to ways of reducing the risks to a level that is as low as reasonably practicable. The following aspects should be considered. Due to the wide variation in types of location this is not an exhaustive list of the considerations Risk of Accidents Occurring use of frequency of event data relating to the entire rail network e.g. derailment, collision and signals passed at danger can be relevant; reduction may be more dependent on actions away from the site (e.g. vehicle designs) than at the site (e.g. signalling or construction) 22 RAILTRACK

25 Page 23 of 23 Appendix B1.3 (Continued) Additional Factors relating to Physical Features or Activity etc. identification of additional risk due to construction of structures or location e.g. tunnel length; identification of additional risk should fire be involved; identification of goods, including any dangerous goods carried (use of established Health & Safety Executive input on the consequences of dangerous goods events); identification of peak passenger movements Additional Factors relating to Response, Emergency Service Access, Rescue and Recovery relationship of response time to any additional risks created (Emergency Service input on response time). 2.3 Guidance The expertise of the Railtrack Safety & Standards Directorate is available to give advice on:- use of general rail network risk data; the need, if any, for formal QRA; identification, and use of, risk criteria as bench marks for tolerability; the tolerability or otherwise of identified risks; costs / benefit input on decision making, particularly in relation to physical work options. 3 Additional Information The Home Office publication Technical Bulletin 1/1993 Operational Incidents in Tunnels and Underground Structures gives guidance to Emergency Service personnel in these circumstances and will assist the identification of risk and best practice to reduce or overcome that risk. 4 Actions At identified "problem" locations, the following actions must be considered. 4.1 Reduction or Elimination of Additional Consequential Risk Changes which enable risks to be reduced, in all cases to a tolerable level and as low as reasonably practicable, must be identified and assessed. If possible the additional consequential risk must be eliminated. This process must include testing the application of optional improvements, appropriate to the location e.g:- speed restriction; re-routing of traffic; structure design changes; changes in railway equipment; changes in communication arrangements; changes in staff organisation; improved access to the site; improved response capability - pre-positioned equipment for use in an emergency. Decisions must be supported by soundly based data and experience, also take account of benefits and associated costs, in determining which change(s) need to be adopted. The decision making process, decisions made and actions taken must be documented, with details disseminated to all those involved in preparation of the Plan. RAILTRACK 23