Issue Rule Book Briefing Leaflet

Transcription

1 Rule Book Briefing Leaflet Issue 30.2 March 2018

2 The following modules were re-issued and came into force on 02 December 2017: Glossary Handbook 8 Handbook 9 Handbook 11 Handbook 12 Handbook 15 Handbook 15 ERTMS Handbook 21 Handbook RS523 Module AC Module OTM Module S5 Module S7 Module SS1 Module T3 Module TS1 Module TS11 Module TW1 Module TW5 Module TW7 Module TW8 Glossary of Railway Terminology IWA, COSS or PC blocking a line IWA or COSS setting up safe systems of work within possessions Duties of the person in charge of the possession (PICOP) Duties of the engineering supervisor (ES) or safe work leader (SWL) in a possession Duties of the machine controller (MC) and on-track plant operator Duties of the machine controller (MC) and on-track plant operator on ERTMS lines where lineside signals are not provided Safe work leader (SWL) blocking a line GSM-R Handbook AC electrified lines Working of On-track machines (OTM) Passing a signal at danger or an end of authority (EoA) without a movement authority (MA) Observing and obeying signalling indications Train warning systems Reporting signalling failures and irregularities Station duties and train dispatch Possession of a running line for engineering work General signalling regulations Failure of, or work on, signalling equipment signallers regulations Preparation and movement of trains Preparation and movement of trains: Defective or isolate vehicles and on-train equipment Wrong-direction movements Level crossings drivers instructions For details please read this briefing document. Page 2 Briefing Leaflet 03/18

3 Glossary of Railway Terminology Driver Machine Interface (DMI) This item has been added to explain that this is equipment in the driving cab used by the driver when ERTMS is in operation. Train This item has been revised to state that it includes the terms light locomotive, self-propelled rail vehicle or road-rail vehicle in rail mode. This has been done to improve clarity. Handbook 8 IWA, COSS or PC blocking a line Reference to line-blockage form RT3181 has been changed to form NR3180. Section headings in bold relate to issue 5 of handbook 8 2 Blocking the line 2.1 Recording the details Reference to line-blockage form RT3181 has been changed to form NR3180. Handbook 9 IWA or COSS setting up safe systems of work within possessions The maximum speed permitted speed within a possession has been reduced from 40 mph (65 km/h) to 25 mph (40 km/h). Section headings in bold relate to issue 5 of Handbook 9 3 Working within a work site 3.7 Safe system of work using lookouts (lookout warning) The maximum speed that is to be used to determine the sighting distance required has been reduced from 40 mph (65 km/h) to 25 mph (40 km/h). 03/18 Briefing Leaflet Page 3

4 4 Working outside a work site 4.2 Working with the PICOP s authority When asking the PICOP for permission to work outside a work site the possession arrangements can be regarded as providing a speed restriction of 25 mph (40 km/h). Handbook 11 Duties of the person in charge of the possession (PICOP) The maximum speed permitted speed within a possession has been reduced from 40 mph (65 km/h) to 25 mph (40 km/h). When authorising a movement the PICOP is to instruct the driver or MC to make the movement at caution. The changes published in the PON in December 2016 which allow a possession to be given up around more than one engineering train that is at a stand at an agreed stop signal or block marker have been included. Section headings in bold relate to issue 5 of HB11 7 Allowing work outside a work site The speed that the PICOP is to tell a COSS or IWA that an engineering train or OTP may approach at has been reduced from 40 mph (65 km/h) to 25 mph (40 km/h). 8 Train movements 8.1 General Instructions to drivers and machine controllers When instructing the driver of an engineering train or MC of each OTP to make a movement the PICOP is also to require the movement to be made at caution. 8.6 Leaving a work site This incorporates the additions published in the PON in December 2016 which allow a possession to be given up around more than one engineering train that is at a stand at an agreed stop signal or block marker. Page 4 Briefing Leaflet 03/18

5 12 Giving up the possession 12.2 Giving up the possession around an engineering train This incorporates the changes published in the PON in December 2016 which allow a possession to be given up around more than one engineering train that is at a stand at an agreed stop signal or block marker. The title has also been changed to Giving up the possession around engineering trains. Handbook 12 Duties of the engineering supervisor (ES) or safe work leader (SWL) in a possession The maximum speed permitted speed within a possession has been reduced from 40 mph (65 km/h) to 25 mph (40 km/h) and such movements have to be made at caution. Section headings in bold relate to issue 5 of Handbook 12 6 Train movements 6.1 General Train speed within the work site The order of the last three paragraphs has been changed. Reference to authorising movements up to 40 mph (65 km/h) has been removed. In appropriate circumstances permission can now be given for a movement to exceed 5 mph (10 km/h) but must be made at caution. When instructing the driver of an engineering train or MC of each OTP to make a movement the PICOP is also to require the movement to be made at caution. Handbook 15 Duties of the machine controller (MC) and on-track plant operator The module now allows for an OTP to have a engineering conformance certificate (ECC) rather than an engineering acceptance certificate (EAC). The maximum speed permitted speed within a possession has been reduced from 40 mph (65 km/h) to 25 mph (40 km/h) and such movements are to be made at caution. 03/18 Briefing Leaflet Page 5

6 Section headings in bold relate to issue 4 of handbook 15 6 On and off-tracking 6.2 On or off-tracking on lines with overhead line equipment The instruction now allows for an OTP to have a engineering conformance certificate (ECC) rather than an engineering acceptance certificate (EAC). 6.3 On or off-tracking on lines with conductor rails The instruction now allows for an OTP to have a 'engineering conformance certificate' (ECC) rather than a 'engineering acceptance certificate' (EAC). 7 Making rail movements 7.4 Speed of movements The maximum speed permitted speed within a possession has been reduced from 40 mph (65 km/h) to 25 mph (40 km/h). If movements are permitted at more 5 mph (10 km/h) a ES, PICOP or SWL will authorise this but should not indicate a maximum speed, such movements are to be made at caution. 7.5 Points The instruction now allows for an OTP to have a ECC rather than a EAC. 7.8 Riding on OTP The instruction now allows for an OTP to have a ECC rather than a EAC. 7.9 Having a clear view ahead The instruction now allows for an OTP to have a ECC rather than a EAC. 8 Propelling movements The instruction now allows for an OTP to have a ECC rather than a EAC. Handbook 15 ERTMS Duties of the machine controller (MC) and on-track plant operator on ERTMS lines where lineside signals are not provided The module now allows for an OTP to have a engineering conformance certificate (ECC) rather than an engineering acceptance certificate (EAC). Page 6 Briefing Leaflet 03/18

7 Section headings in bold relate to issue 2 of handbook HB15 ERTMS 6 On and off-tracking 6.2 On or off-tracking on lines with overhead line equipment The instruction now allows for an OTP to have a engineering conformance certificate (ECC) rather than an engineering acceptance certificate (EAC). 6.3 On or off-tracking on lines with conductor rails The instruction now allows for an OTP to have a ECC rather than a EAC. 7 Making rail movements 7.5 Points The instruction now allows for an OTP to have a ECC rather than a EAC. 7.8 Riding on OTP The instruction now allows for an OTP to have a ECC rather than a EAC. 7.9 Explanation of Change topic title The instruction now allows for an OTP to have a ECC rather than a EAC. 8 Propelling movements The instruction now allows for an OTP to have a ECC rather than a EAC. Handbook 21 Safe work leader (SWL) blocking a line Reference to line-blockage form RT3181 has been changed to form NR3180. Section headings in bold relate to issue 2 of handbook 21 2 Blocking the line 2.1 Recording the details Reference to line-blockage form RT3181 has been changed to form NR /18 Briefing Leaflet Page 7

8 3 Granting the line blockage Reference to line-blockage form RT3181 has been changed to form NR During the line blockage 4.2 Handing over to another COSS or an SWL Reference to line-blockage form RT3181 has been changed to form NR Giving up or suspending the line blockage 5.3 When the line blockage is to resume Reference to line-blockage form RT3181 has been changed to form NR Role of the Protection controller Reference to line-blockage form RT3181 has been changed to form NR3180. Handbook RS523 GSM-R Handbook A GSM-R acknowledged (safety) broadcast can now be used by a signaller to inform drivers that a warning board or speed indicator for a temporary speed restriction is missing or obscured. Section 8.4 has been amended to include this. Section headings in bold relate to issue 1.1 of handbook RS523 8 Broadcast calls 8.4 Acknowledged (safety) broadcast calls An acknowledged broadcast call can now be used by a signaller to inform a driver about a missing or obscured warning board or speed indicator for a temporary speed restriction. Module AC AC electrified lines Module OTM Working of on-track machines (OTM) The module now includes reference to mobile maintenance trains. Page 8 Briefing Leaflet 03/18

9 The module now recognises that OTM other than a rail-grinding train may be allowed to make wrong-direction movements. Section headings in bold relate to issue 7 of module OTM 4 Working outside a possession 4.1 Conditions for working outside a possession Mobile maintenance trains have been added to the examples of types of OTM that this section does not apply to. 4.3 Rail-grinding train The title of this section has been changed to Wrong-direction movements. Any type of OTM that is allowed to work outside a possession is now allowed to make an unsignalled wrong- direction movement within its site of work. This wrong-direction movement does not have to be driven from the leading cab, as long as a competent person is in the leading cab. Module S5 Passing a signal at danger or an end of authority (EoA) without a movement authority (MA) The requirement for the driver to operate an override control when being authorised to pass an EOA without an MA has been added. Section headings in bold relate to issue 6 of module S5 3 Authorising the movement A new section 3.5 Before passing an EoA without an MA has been added. This is to recognise that if authority is given to pass an EoA without an MA, it is necessary for the driver to operate an override. 4 During the movement 4.1 Points and crossings This incorporates the change published in the December 2015 PON to change the green responsibility indicator to driver as it was previously incorrectly shown as signaller. 9 Driver passing a signal at danger or an EoA without an MA 03/18 Briefing Leaflet Page 9

10 9.3 Signaller s actions The instruction that gives exemption from the requirement to complete an ERTMS Train trip or unauthorised movement form has been enhanced to make it clear that the exemption applies if either of the conditions exist. Module S7 Observing and obeying signalling indications. Train warning systems. Reporting signalling failures and irregularities A missing block marker now has to be reported to the signaller immediately rather than at the first opportunity. Section headings in bold relate to issue 2 of module S7 7 Reporting signalling failures and irregularities 7.1 Signalling equipment A missing block marker is now included in the list of items that have to be reported to the signaller immediately. A new item has been added that requires an error message on an ERTMS DMI to be reported to the signaller. If the message has not caused a brake application the signaller does not have to be told immediately. 7.2 Boards and indicators A missing block marker is no longer included in this section as it is now included in the list of items that have to be reported to the signaller immediately in section ERTMS failures The title has been changed to ERTMS failures or irregularities. New sections 8.3 Train receiving a trip and 8.4 Resumption of normal working have been added. Module SS1 Station duties and train dispatch There have been changes to the titles of platform staff involved with train dispatch to allow more comprehensive instructions and more detail instructions for platform staff performing different roles. The train safety check now includes a requirement to ensure that no one is in contact with the train. Page 10 Briefing Leaflet 03/18

11 The driver is now the only person responsible for getting the signallers permission before making a movement towards a signal at danger. When giving the ready to start signal the guard is to be at the positioned at the location shown in the train operating company instructions from where the train can be stopped in an emergency and remain there until the train has passed clear of the platform. New sections for dispatching a DO empty coaching stock train from an unstaffed platform and restarting a train from a station where it is not booked to stop for passenger purposes have been added. A new section has also been added that requires platform staff engaged in train dispatch to watch a departing train until it has left the platform. Section headings in bold relate to issue 4 of module SS1 1 Definitions The definition for Person in charge of platform and has been removed. New definitions for Dispatch staff and Person in charge of dispatch have been added. The definition for Platform staff has been revised. It now means anyone on the platform with responsibility for the safety of the public or staff, whether or not they are involved with train dispatch. The definition for Unstaffed platform has been revised. It now includes a platform which has staff present who take no part in train dispatch. 2 Safety at station platforms 2.5 Moving a train before station work is complete The driver is now the only person responsible for getting the signallers permission before making a movement towards a signal at danger. The driver is to tell the guard and person in charge of train dispatch that the signaller s permission has been obtained. The driver must also tell the signaller when the movement has been completed. The guard and person in charge of train dispatch have to make sure all the doors are closed before the driver makes the movement. 2.6 Moving a train where permissive platform working is authorised The green responsibility indicator has been changed to reflect the introduction of the role of person in charge of dispatch. 03/18 Briefing Leaflet Page 11

12 2.7 Maintenance and servicing to be completed The green responsibility indicator has been changed to reflect the introduction of the role of person in charge of dispatch. 2.8 Defective slam doors This has been expanded to make it clear that this section applies when a train is to go forward with a defective door locked and labelled out of use. 2.9 Opening doors before a train has stopped at the platform This section, not to open a door of a moving train now applies to a driver or guard in addition to platform staff. 3 Train dispatch 3.1 The station work is complete and train safety check complete signal This has been renumbered as section 3.2 as section 3.4 has been renumbered as section 3.1. The green responsibility indicators have been changed to reflect the introduction of the roles of dispatch staff and person in charge of dispatch. 3.2 The train safety check This section has been renumbered as section 3.3 as section 3.1 has been renumbered 3.2. The green responsibility indicators have been changed. There is now only one indicator which applies to dispatch staff, guard and person in charge of dispatch. The instruction has been changed to make it clear that the train safety check is a co-operative task between the staff involved. There is a new requirement to check that no one is in contact with the train. The driver s responsibilities are now only shown in the sections dealing with the dispatch of driver only trains. The requirement to check that hazard lights have gone out on trains with central door locking has been moved to the sections dealing with the dispatch of these trains. 3.3 The train ready-to-start signal This section has been renumbered as section 3.4 as section 3.1 has been renumbered 3.3. The green responsibility indicator for the person in charge of the platform has been changed to the person in charge of dispatch. Page 12 Briefing Leaflet 03/18

13 3.4 Checking the platform starting signal This section has been renumbered as 3.1, as checking the platform starting signal should be the start of the train dispatch process. The green responsibility indicator for the guard and platform staff has been changed to dispatch staff and guard. The guard and person in charge of dispatch are now responsible for again checking that the signal is cleared before giving the ready- to-start signal. A banner repeating signal has been added as an alternative to the platform starting signal being observed. 3.5 Dispatching a train with power-operated doors with a guard from a staffed platform The green responsibility indicators and the text in the instructions for the platform staff and person in charge or the platform have been changed to dispatch staff and person in charge of dispatch. A new item has been added for dispatch staff to check that the bodyside indicator lights have gone out when the doors have been closed. However, dispatch staff are also warned not to just rely on the indicator lights going out but to always carry out the train safety check. Where necessary the guard is to assist dispatch staff in carrying out the train safety check. Dispatch staff now have to ensure that it is safe for the train to start before giving the train safety check complete signal to the person in charge of dispatch. When giving the ready to start signal the guard is to be at the positioned at the location shown in the train operating company instructions from where the train can be stopped in an emergency and remain there until the train has passed clear of the platform. Reference to the door interlock light has been changed to traction interlock light. 3.6 Dispatching a train with power-operated doors with a guard from an unstaffed platform A new item has been added for the guard to check that the bodyside indicator lights have gone out and where appropriate the traction interlock light is illuminated. However, the guard is also warned not to just rely on the indicator lights going out or the traction interlock light but to always carry out the train safety check. When giving the ready to start signal the guard is to be at the positioned at the location shown in the train operating company instructions from where the train can be stopped in an emergency and remain there until the train has passed clear of the platform. 03/18 Briefing Leaflet Page 13

14 3.7 Dispatching a DO train with power-operated doors from a staffed platform The green responsibility indicators and the text in the instructions for the platform staff and person in charge or the platform have been changed to dispatch staff and person in charge of dispatch. A new item has been added for dispatch staff to check that the bodyside indicator lights have gone out when the doors have been closed. However, dispatch staff are also warned not to just rely on the indicator lights going out but to always carry out the train safety check. Dispatch staff now have to ensure that it is safe for the train to start before giving the train safety check complete signal to the person in charge of dispatch. After receiving the ready-to-start signal or RA indication the driver is to check that the traction interlock light is illuminated. 3.8 Dispatching a DO train from an unstaffed platform A banner repeating signal and OFF indicator have been added as alternatives to the platform starting signal being observed. The final paragraph about the procedure to be adopted if the signal cannot be cleared or an MA issued has been moved to become the second paragraph. The signaller s permission for the train to proceed has to be obtained before the dispatch process is started by the driver. When it is safe to do so the driver is to close the doors. A new item has been added for driver to check that the bodyside indicator lights have gone out when the doors have been closed and where appropriate that the traction interlock light is illuminated. However, the driver is also warned not to just rely on the indicator lights going out but to always carry out the train safety check. The train safety check is to be carried out using monitors or a mirror if provided. The driver has to ensure that it is safe for the train to start by making sure that the doors are properly closed, nobody is trapped in the doors and no one is in contact with the train. If the driver is not able to make sure that it is safe to start the train in the usual way they are to do so as shown in the train operating companies instructions. 3.9 Dispatching a train with central door locking from a staffed platform The green responsibility indicators and the text in the instructions for the platform staff and person in charge or the platform have been changed to dispatch staff and person in charge of dispatch. Page 14 Briefing Leaflet 03/18

15 Before giving the station work complete signal dispatch staff are now also required to make sure that no door edge indications can be seen and that all door handles are in the correct positions. Where necessary the guard is to assist dispatch staff in carrying out the train safety check. A new item has been added for dispatch staff to check that the exterior hazard lights have gone out when the doors have been closed. However, dispatch staff are also warned not to just rely on the exterior hazard lights having gone out as an indication that it is safe for the train to start. When giving the ready to start signal the guard is to be at the positioned at the location shown in the train operating company instructions from where the train can be stopped in an emergency and remain there until the train has passed clear of the platform Dispatching a train with central door locking from an unstaffed platform Before locking the central door locking the guard is are now also required to make sure that no door edge indications can be seen and that all door handles are in the correct positions. A new item has been added for the guard to check that the exterior hazard lights have gone out. However, the guard is also warned not to just rely on the exterior hazard lights having gone out as an indication that it is safe for the train to start. When giving the ready to start signal the guard is to be at the positioned at the location shown in the train operating company instructions from where the train can be stopped in an emergency and remain there until the train has passed clear of the platform Dispatching a DO train with central door locking from a staffed platform The green responsibility indicators and the text in the instructions for the platform staff and person in charge or the platform have been changed to dispatch staff and person in charge of dispatch. Before giving the station work complete signal dispatch staff are now also required to make sure that no door edge indications can be seen and that all door handles are in the correct positions. A new item has been added for dispatch staff to check that the exterior hazard lights have gone out. However, dispatch staff are also warned not to just rely on the exterior hazard lights having gone out as an indication that it is safe for the train to start. 03/18 Briefing Leaflet Page 15

16 3.12 Dispatching a train with slam doors without central door locking from a staffed platform The green responsibility indicators and the text in the instructions for the platform staff and person in charge or the platform have been changed to dispatch staff and person in charge of dispatch. Before giving the station work complete signal dispatch staff are now also required to make sure that no door edge indications can be seen and that all door handles are in the correct positions. Where necessary the guard is to assist dispatch staff in carrying out the train safety check. When giving the ready to start signal the guard is to be at the positioned at the location shown in the train operating company instructions from where the train can be stopped in an emergency and remain there until the train has passed clear of the platform Dispatching a train with slam doors without central door locking from an unstaffed platform Before carrying out the train safety check the guard is now also required to make sure that no door edge indications can be seen and that all door handles are in the correct positions. When giving the ready to start signal the guard is to be at the positioned at the location shown in the train operating company instructions from where the train can be stopped in an emergency and remain there until the train has passed clear of the platform Dispatching a DO train with slam doors without central door locking from a staffed platform The green responsibility indicators and the text in the instructions for the platform staff and person in charge or the platform have been changed to dispatch staff and person in charge of dispatch. Before giving the train safety check complete signal dispatch staff are now also required to make sure that no door edge indications can be seen and that all door handles are in the correct positions and carry out the train safety check Dispatching a DO empty coaching stock train from an unstaffed platform This new section has been added. When it is safe to do so the driver is to close the doors. Page 16 Briefing Leaflet 03/18

17 The driver is to check that the bodyside indicator lights have gone out when the doors have been closed and where appropriate that the traction interlock light is illuminated. However, the driver is also warned not to just rely on the indicator lights going out but to always carry out the train safety check. The train safety check is to be carried out using monitors or a mirror if provided. The driver is to check that if there is a platform starting signal it has been cleared or an MA has been received. If the signal cannot be cleared or an MA issued the signaller s permission for the train to proceed has to be obtained. The driver has to ensure that it is safe for the train to start Restarting a train from a station where it is not booked to stop for passenger purposes This new section has been added which replaces the instructions previously shown in section 35.2 of module TW1 Preparation and movement of trains. If a train is stopped at a station at which it is not intended that passengers should board or alight the driver or guard must not release the doors. A train DO train or a train with power operated doors must not restart until the driver has made sure it is safe to do so shown in the train operating company s instructions for that station. If the train is worked by a guard and is not formed of power operated door stock the guard must make made sure it is safe to restart as shown in the train operating company s instructions for that station and then give the ready to start signal. If the doors have been released the normal train dispatch arrangements for that station are to be followed Watching a train departing from a staffed platform This new section has been added which requires dispatch staff and the person in charge of dispatch to watch each train as it departs until it is clear of the platform. If necessary a warning is to be given to anyone who appears to be putting themselves in danger. In an emergency attempts are to be made to stop the train Watching a train arriving at a staffed platform This new section has been added which requires platform staff if possible to watch each train as it arrives. Module T3 Possession of a running line for engineering work 03/18 Briefing Leaflet Page 17

18 The maximum speed permitted speed of 40 mph (65 km/h) within a possession has been removed. Movements are to be at caution but must not exceed to 25 mph (40 km/h). The changes published in the PON in December 2016 which allow a possession to be given up around more than one engineering train that is at a stand at an agreed stop signal or block marker have been included. Section headings in bold relate to issue 7 of module T3 7 Giving up the possession 7.1 Giving up the possession around engineering trains A possession can be given up around more than one engineering train standing at the agreed stop signals or block markers. If the possession is to be given up around more than one train the agreed signals have to be controlled signals or ones which the signaller can replace to danger or the block markers are ones at which the signaller can keep the route closed. Each train must be at a separate signal or block marker. The arrangements to give up the possession is not to start until all the trains have arrived at the agreed signals or block markers. 9 Driver s duties 9.6 During the movement a) Making the movement The maximum speed permitted speed of 40 mph (65 km/h) within a possession has been removed. Movements are to be at caution but must not exceed to 25 mph (40 km/h). Movements within a worksite are not to exceed 5 mph unless the ES or SWL gives specific instructions. A maximum speed above 5 mph will no longer be given. 9.8 When possession is to be given up around an engineering train The title has been changed to When possession is to be given up around engineering trains a) Conditions The first paragraph has been changed to the plural as a possession can be given up around more than one engineering train. Page 18 Briefing Leaflet 03/18

19 Module TS1 General signalling regulations In Regulation 13 there are changes to the forms to be used by the signaller and other staff for recording a line blockage. In Regulation 13.1 if a line blockage is requested by a driver, when the line blockage protection is in place the signaller is to give the driver an authority number. There are considerable changes to the arrangements for signalling of out-of-gauge trains, full details of which are shown below in the explanations for individual sections. Section headings in bold relate to issue 11 of module TS1 2 Bell signals 2.1 Standard code of bell signals The meaning of bell code has been corrected to indicate that in this section the train can pass trains signalled or but for part of its journey it will be signalled or The description as first published contained an error, and has now been corrected. 03/18 Briefing Leaflet Page 19

20 13 Safety of personnel Providing protection from trains The number of the line blockage form has been changed to NR3180. There are some changes to where details are entered on the form. If a line blockage is requested by a driver when the protection arrangements are in place the signaller is now to give the driver an authority number When the activity is completed The number of the line blockage form has been changed to NR3180. There are some changes to where details are entered on the form. If a line blockage is requested by a driver when the line blockage is to be given up the driver must give the signaller the authority number Blocking the line A COSS, IWA, PC or SWL will now complete an NR3180 line blockage form, rather than a separate bespoke form. 15 Out-of-gauge loads The title has been changed to Out-of-gauge trains and trains subject to route restrictions Being aware of out-of-gauge loads The title has been changed to Being aware of out-of-gauge trains and trains that have route restrictions. The text now refers to a train that is out-of-gauge, carrying an exceptional load or which is subject to route restrictions Out-of-gauge loads on absolute block lines The title has been changed to Dealing with an out-of-gauge train. New text has been added that explains the train identity of an out-of-gauge train will include the letter X. The train must then be dealt with in accordance with the following instructions depending on the applicable restrictions Blocking an adjacent line used in the opposite direction(see diagram TS1.8 on page 64) The title has been changed to If a train is shown with the restriction adjacent lines or sidings need not be kept clear. This is a new regulation that requires the train to be dealt with normally but routing restrictions are to be observed. The instructions previously shown here are now shown in regulation Page 20 Briefing Leaflet 03/18

21 If the adjacent line used in the opposite direction is not worked by the absolute block system The title has been changed to If a train is shown with the restriction no out-of-gauge train must be allowed on the running lines or sidings on both sides of the load. This is a new regulation that such a train is not allowed to proceed if there is a train with a similar restriction on an adjacent line or siding or a possession on an adjacent line in which an out-of-gauge train is working. The instructions previously shown here have been withdrawn and are no longer shown Blocking an adjacent line used in the same direction(see diagram TS1.9 on page 67) The title has been changed to If an adjacent running line is to be kept clear for the passage of the out-of-gauge train. This is a new regulation that such a train is not allowed to proceed if there is a train or vehicle on an adjacent line within the portion of line with this restriction, permission has been given for a train to travel on an adjacent line, the adjacent line is under possession or subject to a line blockage. Arrangements than have to be made to block the adjacent line(s). The instructions previously shown here are now shown in regulation If the adjacent line used in the same direction is not worked by the absolute block system This regulation has been withdrawn and is no longer shown Out-of-gauge loads on track circuit block or ERTMS lines The title has been changed to Blocking an adjacent line signalled by track circuit block or ERTMS. This includes the instructions previously shown in regulations and but they have been rewritten to make the arrangements clearer Signalling the train between two signal boxes The instructions have now been incorporated into regulations 15.3 and and rewritten to make the arrangements clearer Signalling the train in one signal box area The instructions have now been incorporated in regulation 15.3 and and rewritten to make the arrangements clearer. 03/18 Briefing Leaflet Page 21

22 15.4 Blocking an adjacent line signalled by absolute block This is a new regulation incorporating former regulations and Blocking an adjacent line used in the opposite direction(see diagram TS1.8 on page 69) These instructions were previously shown as regulation Blocking an adjacent line used in the same direction(see diagram TS1.9 on page 72) These instructions were previously shown as regulation Signalling an out-of-gauge train On any line This is a new regulation which clearly shows the principle that an out-of-gauge train cannot proceed until the necessary conditions are in place On a track circuit block or ERTMS line This incorporates some of the instructions previously shown in regulation about signalling the train in accordance with TCB or ERTMS regulation 3.5. The appropriate is line clear signal is to be used when doing this. The requirement for signallers in the same signal box to come to a clear understanding has been moved to this regulation from regulation Signalling a train that is subject to route restrictions This is a new regulation that requires trains have a Q in their train identity to be dealt with normally but must be routed in accordance with any route restrictions and are not allowed to deviate from the planned route. Module TS11 Failure of, or work on, signalling equipment signallers regulations Regulation 7 has had additional items added that deal with a missing block marker or a failure that prevents an ERTMS level 1 launch. Section headings in bold relate to issue 2 of module TS11 6 Failure of, or work on, signalling equipment when the line is under possession Failure of trains to operate track circuits This incorporates the change published in the September 2016 PON to correct the reference to regulation 14 to regulation 15. Page 22 Briefing Leaflet 03/18

23 7 Train approaching a defective main aspect on TCB or ERTMS lines or approaching an EoA without an MA The title has been changed to Train approaching defective track side equipment, defective main aspect on TCB or ERTMS lines, an EoA without an MA or a missing block marker. New regulations, 7.4 and 7.5, have been added which describe the actions necessary when a train is to approach a missing block marker or an equipment failure prevents a train from launching ERTMS level 1. A new regulation 10.4 has been added which describes the action necessary for when an ERTMS fitted train, which has due to a failure within the signalling had to be driven to lineside signals, and has either left the area of the failure or the failure has been rectified. 7.4 Train approaching a missing block marker This is a new regulation which describes the actions necessary before a train is allowed to approach a block marker which is known to be missing. 7.5 Failure of trackside equipment that prevents a level 1 launch This is a new regulation which describes the actions necessary when it is known that a trackside equipment failure prevents a train entering an ERTMS signalled from launching into level Allowing a train on which ERTMS is in operation to pass an EoA when it is not possible to signal the movement 10.4 Resumption of normal working after obeying lineside signals This is a new regulation for when an ERTMS fitted train, which due to a failure within the signalling had to be driven to lineside signals, and has either left the area of the failure or the failure has been rectified. Module TW1 Preparation and movement of trains The instructions in section 35.2 about a train stopping at a station where it is not booked to call have been removed as they are now shown in module SS1. The instructions in section 46 about a driver asking the signaller to block an adjacent line for their protection now require that an authority number is obtained. The adjacent line is not considered to be blocked until an authority number has been given. 03/18 Briefing Leaflet Page 23

24 Section headings in bold relate to issue 11 of module TW1 35 Stopping a train at stations The title has been changed to Stopping a train at a station where the train is booked to stop. This is because section 35.2 At a station where a train is not booked to stop has been removed and is now shown in module SS1. Consequently section 35.1 At a station where a train is booked to stop is the only remaining instruction under section 35. The instructions remain unchanged. 45 Warning horn 45.3 Sounding the horn as a warning b) Whistle boards This incorporates the change published in the March 2017 PON to change the hours between which the horn is to be sounded on passing a whistle board. 46 Working on the outside of a train When a driver asks the signaller to block an adjacent line for their protection, after blocking the line the signaller is now required to give the driver an authority number. The driver is not to consider the adjacent line to be blocked until an authority number has been given. When the line blockage is no longer required the driver must tell the signaller the authority number. Module TW5 Preparation and movement of trains: Defective or isolated vehicles and on-train equipment The instructions for a defective speedometer have been expanded as on ERTMS equipped trains the speedometer can display the speed in mph and Km/h and that it is therefore possible that the incorrect units are displayed. Section headings in bold relate to issue 7 of module TW5 1 Reporting defective or isolated on-train equipment 1.1 Driver reporting a defect a) Stopping the train immediately Page 24 Briefing Leaflet 03/18

25 The speedometer item has been expanded to also include when it is not displaying the correct unit of speed. b) Stopping the train at the first convenient opportunity The DMI if it is displaying the incorrect unit of speed has been added to the list of equipment for which the train is to be stopped at the first convenient opportunity. 21 Speedometer 21.1 Entering service This item has been expanded to indicate that there has to be a working speedometer displaying the correct units in any cab from which the train will be driven from When in service This item has been expanded to indicate that if the DMI does not display the speed in the correct units the signaller has to be told at the first convenient opportunity and the train driven in a way that ensures it is kept within all speed restrictions. Module TW7 Wrong-direction movements A new authority to allow an on-track machine working in section to return to, or towards the start mileage of the site of work has been added. Section headings in bold relate to issue 6 of module TW7 1 When a wrong-direction movement can be made 1.1 Authority for a wrong-direction movement A new authority to allow an on-track machine working in section to return to or towards the start mileage of the site of work has been added. 1.2 Driver getting authority A new item about an on-track machine working in section being able to return to or towards the start mileage of the site of work if the driver has obtained the signaller s permission has been added. 2 Signaller s responsibilities 03/18 Briefing Leaflet Page 25

26 2.4 On-track machine working in section A new item about the signaller s responsibilities before agreeing to an on-track machine working in section being able to return to or towards the start mileage of the site of work. Module TW8 Level crossings drivers instructions This incorporates the change published in the March 2017 PON to change the hours between which the horn is to be sounded on passing a whistle board. Section headings in bold relate to issue 7 of module TW8 4 ABCL and AOCL crossings 4.2 If a train is required to stop at the crossing This incorporates the change published in the March 2017 PON to change the hours between which the horn is to be sounded on passing a whistle board. Page 26 Briefing Leaflet 03/18

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