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RU L E B O O K
BRIEFING LEAFLET
Ju n e
2008
Changes to modules:
G1
S5
G e n e ra l s a fe t y re s p o n s i b i l i t i e s
Pa s s i n g a s i g n a l a t d a n ge r
SP
Speeds
SS2 Shunting
T W 1 P r e p a r a t i o n a n d m ov e m e n t o f t r a i n s : G e n e r a l
T W 5 P r e p a r a t i o n a n d m ov e m e n t o f t r a i n s : D e f e c t i v e o r
i s o l a t e d ve h i cl e s a n d o n - t ra i n e q u i p m e n t
T W 6 Wo r k i n g s i n g l e l i n e s w i t h o r w i t h o u t a t ra i n s t a f f
o r t o ke n
T W 7 W r o n g - d i r e c t i o n m ov e m e n t s
T W 8 L ev e l c r o s s i n g s
T S 1 G e n e ra l s i g n a l l i n g re g u l a t i o n s
T S 9 L ev e l c r o s s i n g s - s i g n a l l e r s ’ i n s t r u c t i o n s ( N E W )
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Module G1
General safety responsibilities
DETAIL OF CHANGES
Section 2.3
Obeying rules, regulations and instructions
This change relates to telling the person in charge if someone is not correctly
carrying out a rule or regulation. You now need to do this if you become aware of it
as well as if you see it happen.
Section 3.5
Securing points
This amendment was previously published in module AM as number AM5/01.
Section 4.2
Using mobile communications equipment
You must only use a mobile phone as shown in your employers instructions.
Section 7.1
Travelling in driving cabs
This amendment was previously published in module AM as number AM2/01.
Section 7.2
Travelling in cabs (other than the driving cab)
This amendment affects the cross reference to the working manual for rail staff and
now shows the correct title and section.
Section 11.1
General responsibility
This amendment was previously published in module AM as number AM3/01.
Section 11.2
Lead responsibility
This amendment was previously published in module AM also as number AM3/01.
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Module S5
Passing a signal at danger
DETAIL OF CHANGES
Part A
Section 1.1
Signaller's authority
This amendment was previously published in module AM as number AM5/18.
Section 2.5 c)
Interlocking
This amends an out of date title for module T1A.
Section 3.5
Passing a section signal at danger for shunting purposes
Section 3.5 was shown as not used in module AM number AM/4/07. This
amendment only affects the numbering of the section. Section 3.6 is now
numbered as 3.5.
Section 3.6
Where TPWS is provided
Section 3.5 was shown as not used in module AM number AM/4/07. This
amendment only affects the numbering of the section. Section 3.7 is now
numbered as 3.6.
Part C
There is no longer an example of form RT3189 in Part C of module S5. This was
shown as deleted in module AM number AM1/18. An example of form RT 3189
and of form RT3188 are only shown in module TS1.
Section 2.1
Immediate actions
This amendment was previously published in module AM as number AM5/19.
Section 2.3
Recording and reporting the incident
This amendment was previously published in module AM as number AM5/20.
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Module SP
Speeds
DETAIL OF CHANGES
Part A
Section 2.5
Permissible speed indicators with letters
The amendment previously published in module AM as number AM4/09 has been
included.
There is a new category of CS introduced, this applies to class 67 locomotives
only.
Part B
Diagram SP.2
This diagram was amended and previously published in module AM as number
AM4/10.
Section 7.1
Warning boards, repeating warning boards or speed
indicators missing or incorrect
This has been amended to make it clear that a ‘repeating warning board’ is to be
treated the same as any other warning board.
Section 7.2
Warning boards, repeating warning boards or speed
indicators that are, or are becoming, difficult to see
This has been amended to make it clear that a ‘repeating warning board’ is to be
treated the same as any other warning board.
Part C
Section 9
How emergency speed restrictions are set up
The requirement for the signaller to be told if an ESR is longer than 2 kilometres,
has been removed. There is no longer a need for the signaller to tell each driver if
an ESR is longer than 2 kilometres.
There is no longer a need for Operations Control to issue a special notice to each
train operator if an ESR will be in place for more than a short time.
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Module SS2
Shunting
DETAIL OF CHANGES
Section 4.1
General
This amendment was previously published in module AM as number AM3/10.
Section 4.8
Controlling movements not driven from a cab at the
leading end of the movement
The title of this section has been changed from ‘Propelling during shunting’ as the
new title better describes the changed scope of the content. This now contains
both the old 4.8 which dealt with propelling, and the instructions for driving from
other than the leading cab, which was previously shown in section 6.5.
This section outlines the principles for a shunter controlling a movement that is not
driven from a cab at the leading end.
All reference to the shunter preceding the movement on foot has been removed.
The shunter may travel in the leading cab if it is at the leading end or in the vehicle
at the leading end, if it is suitable. Suitable vehicle is now defined.
If the shunter cannot control the movement from the leading cab or leading vehicle,
the shunter must position themself in a safe location on the ground and be in
contact with, or in sight of, the driver.
There are new instructions for the shunter on what to do during the movement,
such as using a portable horn to give warning to anyone on or near the line and
using the cab to cab telephone or driver-guard communication.
Radio is now shown as a preferred method of communication above handsignals.
Section 6
Driving a traction unit from the leading cab
the title of this section has been amended from ‘Driving a traction unit from other
than the leading cab’.
This section has been completely rewritten and now only applies to the driver.
Instructions for the shunter controlling the movement are no longer shown in this
section but are in section 4.8.
Instructions for the driver are split into three sections, 6.1 shunting, 6.2 where
driving controls are defective and 6.3 when propelling.
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Section 6.1
Shunting movements
A light locomotive can now be driven from other than the leading cab at any time
when shunting, provided a shunter is controlling the movement by radio and there
are no signals or handsignals the driver will need to observe.
Section 6.2
When the driving controls are defective
The majority of this instruction comes from module TW1 section 10.4. It now allows
the use of cab to cab radio and driver-guard communication equipment to be used
between the competent person and the driver.
Section 6.3
Propelling movements
This now gives two rather than just one option when the driver may drive from
other than the leading cab when propelling.
Module TW1
Preparation and movement of
trains: General
DETAIL OF CHANGES
Section 1.5
Driving cab equipment
This has been amended to correct an error that occurred some time ago. Two red
flags are required in each driving cab except for multiple units, these cabs only
require one red flag.
Section 10.4
Driving a traction unit from other than the leading
cab
The instructions for controlling movements where the driver is not in the leading
cab have been transferred to module SS2 Shunting. This has removed some
duplication of instructions.
Section 13.2 When propelling movements can be made
Reference to running lines has been removed, these instructions apply to all
propelling movements regardless of location.
Section 13.3 Authority for propelling
The bullet point regarding station limits has been amended in an attempt to make it
clear that ‘station limits’ apply at a signal box and do not necessarily relate to a
station.
The words ‘setting back’ have been changed to read ‘returning as a wrongdirection movement’. This has been done in an attempt to make it clear that rules
regarding wrong-direction movements must be complied with.
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Section 13.4 Before the movement starts
Although this instruction is rewritten, the requirements remain very much the same
except that there is no longer a need to sound the warning horn before moving off.
Section 13.5 Controlling the movement
To remove duplication, the actual instructions regarding controlling propelling
movements, other than the exceptions shown in this section, are now only shown
in module SS2.
Section 13.6 During the movement
This no longer mentions driving from other than the leading cab as this is now
shown in section 6 of module SS2. The reference to propelling within a T3
possession is now shown in section 13.5 of this module TW1.
Section 16.2 Being accompanied by a competent person
This now includes an additional bullet point that covers a driver examining an
overline bridge that has been struck by a road vehicle, without the need to be
accompanied. (See new section 16.6)
Section 16.6 Bridge strikes
The instructions for bridge strikes have been expanded and now allow a train to
proceed forward towards an overline bridge that has been struck by a road vehicle.
If the driver can see no obvious damage, the train can pass under the bridge, but
at no more than 5mph.
Module TW5
Preparation and movement of
trains: Defective or isolated vehicles and on-train
equipment
SUMMARY OF CHANGES
The rules on reporting defective or isolated on-train equipment have changed. The
driver only needs to tell the signaller if the defect or isolation will affect the
movement of the train. If the movement of the train is not affected, the driver need
only advise the train operator’s control.
Many items of on-train equipment are not routinely tested during train preparation
before entering service. Indeed, some items cannot be tested while the train is
stationary. In order to reflect this, many of the instructions in this module now say
‘if you are aware’ that the item is defective, you must comply with the instructions.
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DETAIL OF CHANGES
Section 1.1
Train operator’s defective on-train equipment (DOTE)
contingency plan
This section introduces two different reporting lines for the driver when on-train
equipment is defective or isolated. If the defect or isolated equipment will have no
affect on the train movement, the driver reports to the train operator’s control. If the
movement is affected, the driver must report to the signaller.
This section introduces the acronym ‘DOTE’ to describe the relevant train
operator’s contingency plan.
Section 1.2
Reporting defective on-train equipment
a) Stopping train immediately
The driver must stop and report a broken body-side window to the signaller if there
is a need to reduce the speed of the train because of the broken window.
b) Stopping train at the first convenient opportunity
Defects to or isolation of the equipment in this list no longer need be reported to
the signaller. The driver must report directly to the train operator’s control instead.
However, if reporting will cause delay to the train, the driver must tell the signaller
the reason for the delay.
Hazard warning lights and the hustle alarm have been removed from this list.
Broken body-side windows that do not require the speed to be reduced have been
added to this list.
Section 2.2
Driver reporting a defect
Explains that defective items shown in 1.2 a) must be reported to the signaller
immediately and defective items shown in 1.2 b) need to be reported only to the
train operator’s control and then only at the first convenient opportunity.
Section 2.3
Driver reporting isolated on-train equipment
Explains that isolated equipment must be reported to the signaller immediately if it
will affect the movement of the train.
Section 4.3
Defective DRA
has been rewritten to make it easier to understand but there is no change to the
actual requirements.
Section 5.2
Isolating the AWS when in service
This is a minor change. the word ‘must’ in the first line has been changed to ‘may’.
The list describes the occasions when it is permitted to isolate AWS, not when it
must be isolated.
Section 5.3
After isolating the AWS
The table has been simplified and now gives instructions what to do if there is no
competent person available and what to do if there is a competent person
available.
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Section 6.1 Cracked or broken bodyside windows
It is now only necessary to remove loose broken glass.
Section 6.3
Entering service from somewhere other than a
maintenance depot
A vehicle with a broken window can enter service from other than a maintenance
depot but the train operator’s control must first be told. If the speed of the train
must be reduced, the signaller must also be told.
Section 6.4
When in service
It is no longer necessary to restrict the speed of a train to 100 mph just because it
it is formed with a mark 4 vehicle that is fitted with an emergency window.
Section 7.2
When in service
It is no longer necessary to tell the signaller about the temperature in the driving
cab when there is doubt that the train can continue safely. The train operator’s
control must be told instead.
Section 9.1
Entering service from a maintenance depot
The words ‘if you are aware’ have been added.
Section 9.3
When in service
It is no longer necessary to tell the signaller that the DRA has become defective
when in service. The train operator’s control must be told instead.
Section 10.1 Entering service
This has been rewritten in an attempt to make it clearer. The words “if you are
aware’ have been added.
Section 10.2 When in service
Instructions for dealing with a defective DSD have been completely rewritten and
are now split into two.
Where AWS and TPWS is working, the train may now proceed forward without a
competent person at up to 60 mph to the place where the train will be dealt with.
If AWS or TPWS is isolated, the train cannot proceed until a competent person is
provided and then at no more than 40 mph to where the train will be dealt with.
Section 11.1 Entering service
This has been rewritten in an attempt to make it clearer. The words “if you are
aware’ has been added.
Section 11.2 When in service
Instructions for dealing with the drivers vigilance equipment which becomes
defective have been completely rewritten and are now split into two.
Where AWS and TPWS is working, the train may now proceed forward without a
competent person at up to 60 mph to the place where the train will be dealt with.
If AWS or TPWS is isolated, the train cannot proceed until a competent person is
provided and then at no more than 40 mph to where the train will be dealt with.
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Section 13.1 Effects of operating the EBS
This has been amended as it is now recognised that on some units introduced
during recent years, the operation of the EBS does not affect the operation of the
passenger communication apparatus.
Section 15.1
Entering service
The words “if you are aware’ have been added.
Section 17
Headlights, marker lights and tail lamps
Failure of the external hazard warning indication no longer appears in this section.
There are no longer any rules specifically dealing with a failure of these
indications. Which should, if necessary, be dealt with as shown in the train
operating company instructions.
Section 17.3 When in service
If there is a failure of one tail lamp where two built in lamps are provided, the driver
must now report this to the train operator’s control, not the signaller.
Section 20
Hustle alarm
There are no longer any rules specifically dealing with a failure of the hustle alarm.
Section 20 is no longer used. Hustle alarms should, if necessary, be dealt with as
shown in the train operating company instructions.
Section 23
Lighting of passenger vehicles
This has been completely rewritten. If the lighting in a passenger vehicle becomes
defective, the driver must tell the train operator’s control at the first convenient
opportunity. (Please note, there is no change to the requirements of lighting
passenger vehicles passing over certain types of defective level crossings as
shown in module TW8.)
Section 25
On-train data recorder (OTDR)
This has been completely rewritten. A train is permitted to enter service with a
defective OTDR as long as a working OTDR is provided elsewhere on the train.
If the OTDR fails in service, the driver must now tell the train operator’s control, not
the signaller.
Section 27.1 Entering service from a maintenance depot
The words “if you are aware’ have been added.
Section 27.3 When in service
If the Public address system should become defective in while the train is in
service, the guard, or driver of a DO train, must now tell the train operator’s
control, not the signaller.
Section 28.2 When in service
If sanding equipment becomes defective in service or it is empty, the driver must
now tell the train operator’s control, not the signaller. There is no change in the
reporting if the driver believes there may be difficulty in stopping. In which case,
the signaller must still be told.
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Section 29.1 Entering service
The words “if you are aware’ have been added.
Section 29.2 When in service
If the selective door-opening equipment is required to be used but becomes
defective while the train is in service, the driver must now tell the train operator’s
control, not the signaller.
Section 31.1 Entering service
The words “if you are aware’ have been added.
Section 31.2
When in service
a) failure of on-train TASS equipment
On lines where TASS is not fitted
If the TASS equipment becomes defective while the train is in service, the driver
must now tell the train operator’s control, not the signaller.
Section 32.4 If the first or last vehicle is affected
These amendments were previously published in module AM as number AM5/27.
Section 33.4
Isolation of the TIS when in service
This amendment recognises that there is not always a repair book provided.
Section 34.4 Failure to activate
The table has been simplified and gives two options, what to do if a competent
person is not provided or what to do if a competent person is provided.
Section 36.8 Moving vehicles with wheelskates
An additional paragraph has been added as a reminder to the signaller that
movement of vehicles on wheelskates are likely to cause the axle counter
equipment to remain showing occupied after the passage of the vehicles
concerned.
Section 37.1 Entering service from a maintenance depot
The words “if you are aware’ have been added.
Section 37.2
Entering service from somewhere other than a
maintenance depot
If the warning horn is partially defective, the driver must now tell the train
operator’s control, not the signaller.
Section 37.3 When in service
b) Partial failure
If the warning horn becomes partially defective while the train is in service, the
driver must now tell the train operator’s control, not the signaller.
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Section 38.1 Wheel slide protection (WSP) equipment
The words “if you are aware’ have been added.
Section 38.2 When in service
If the WSP becomes defective while the train is in service, the driver must now tell
the train operator’s control, not the signaller.
Module TW6
Working of single lines with or
without a train staff or token
SUMMARY OF CHANGES
All the changes shown in this module have previously been publish in module AM.
DETAIL OF CHANGES
Section 1.1
Entering or fouling the single line
This amendment was previously published in module AM as number AM5/28.
Section 2.1
Entering or fouling the single line
This amendment was previously published in module AM as number AM5/29.
Section 2.2
If a portion of the train is left on the single line
This amendment was previously published in module AM as number AM1/75.
Diagram TW6.1
This amendment was previously published in module AM as number AM1/76.
Section 3.1
Entering or fouling the single line
This amendment was previously published in module AM as number AM5/30.
Section 3.2
Handling the token
These amendments were previously published in module AM as number AM1/77.
Section 4.1
Entering or fouling the single line
This amendment was previously published in module AM as number AM5/31.
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Module TW7
Wrong-direction movements
SUMMARY OF CHANGES
Much of the wording has been updated to improve clarity and meaning. The
principle changes are:
The term ‘set back’ has been changed to ‘returning as a wrong direction
movement’. This is to make it clear that such movements must be
controlled the same as any type of wrong-direction movement.
Where a wrong-direction movement is not driven from a driving cab at the
leading end of the movement, it must be controlled like any other
propelled movement.
DETAIL OF CHANGES
Section 1.1
Authorising a wrong-direction movement
Ambiguity has been removed by replacing the term ‘set back’ with ‘return as a
wrong-direction movement’.
Now written for both the signaller and the driver.
Contains Items 5 and 10 previously published in module AM as number AM1/78
and number AM5/32.
Section 1.2
Driver getting authority
Tells the driver to drive from the cab at the leading end. If there is no cab at the
leading end, the movement must be controlled by a competent person.
Contains the amendment previously published in module AM as number AM5/33.
Section 2.2
Individual point controls
The signaller must get a competent person, if available, to check the route has
been correctly set before authorising a wrong-direction movement.
Section 3.1
Instructions from the signaller
This amendment was previously published in module AM as number AM5/34.
Section 4.2
f) Train speed
Drivers actions
This amendment was previously published in module AM as number AM3/25.
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Module TW8
Level crossings
SUMMARY OF CHANGES
All signaller instructions have been removed from this module and transferred to a
new module TS9 Level crossings - Signallers’ instructions.
Instructions for level crossing attendants appointed to AHBC and CCTV type level
crossings have been enhanced.
There are no changes identified by black lines in this issue. Although the majority
of section numbers have been changed due to the removal of signaller
instructions, there are no changes to the actions required of the train driver.
The previous section 8 ‘level Crossings with gates worked by the signaller’ and
section 13 ‘Police officer attending during failure’ have both been removed as they
contain signaller instructions only. These are now shown in section 5 and section 9
of the new module TS9.
DETAIL OF CHANGES
Section 3
Automatic half-barrier crossings (AHBC)
All instructions to the signaller have been removed (Now shown in section 1 of
TS9).
There is now a list of equipment that each Level crossing attendant must have
when attending this type of crossing.
Includes the requirements for taking and giving up local control of an AHBC and
how to operate the barriers.
Section 4
ABCL and AOCL crossings
All instructions to the signaller have been removed and are now shown in section 2
of TS9.
Section 5
Level crossings with full barriers worked by the
signaller, including (RC) and CCTV crossings
All instructions to the signaller have been removed and are now shown in section 3
of TS9.
There is now a list of equipment that each Level crossing attendant must have
when attending these types of crossing.
Includes the requirements for taking and giving up local control of an RC or CCTV
crossing and how to operate the barriers.
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Section 7
Crossings with red and green warning lights (R/G)
All instructions to the signaller have been removed and are now shown in section 4
of TS9.
Section 8
Level crossings operated or supervised by
a crossing keeper
Section renumbered, was previously section 9. All instructions to the signaller have
been removed and are now shown in section 6 of TS9.
Section 9
Traincrew-operated crossings (TMO)
Section renumbered, was previously section 10.
Section 10
Occupation and accommodation (including
bridleway) level crossings
Section renumbered, was previously section 11. All instructions to the signaller
have been removed and are now shown in section 7 of TS9.
Section 11
Barrow or foot crossings with white light
indicators
Section renumbered, was previously section 12. All instructions to the signaller
have been removed and are now shown in section 8 of TS9.
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Module TS1
General signalling
regulations
SUMMARY OF CHANGES
Instructions for dealing with bridges strikes have been amended. They are split into
two depending on whether the bridge is an overline bridge or an underline bridge.
There is no change to the actions to be carried out if the bridge concerned is an
underline bridge. However, if it is an overline bridge, a train can be allowed to
proceed to the bridge so that the driver can check if it appears safe for the train to
pass underneath.
There is no change to the requirement for the signaller to arrange for a bridge
strike engineer or bridge strike nominee to examine the overline bridge.
DETAIL OF CHANGES
Regulation 2.1 Standard code of bell signals
The bell signal 3-3-4 ‘train or vehicle at a stand’ has been deleted from the table.
This bell signal would only be used at locations where there is less than 800
metres between the home signals concerned. As the instructions for short section
working are now only shown in the signal box special instructions concerned, there
is no need for this bell signal to be published nationally.
Regulation 4.11
Clearing a subsidiary or position-light signal
associated with a main signal
This amendment corrects an error to the cross-reference to the relevant section of
module T1B.
Regulation 17.2 Bridge strikes
17.2.1
Underline bridge strike reported currently
The amendments to the heading and text of this regulation make it clear that this
only applies to underline bridges.
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17.2.2
Overline bridge strike reported currently
This is a new regulation and deals with an overline bridge that has been struck by
a road vehicle. This allows a train to proceed forward, under general signalling
regulation 20, before the bridge has been examined by the bridge strike nominee
or bridge strike examiner.
Note: Network Rail will be giving additional guidance to signallers regarding
overline bridges where it will not be practicable for general signalling regulation
17.2.2 to be carried out.
17.2.3
Late reporting of a bridge strike
There is no change to the actions required of the signaller for a late reported
underline bridge. If the bridge concerned is an overline bridge, the signaller should
carry out the instructions in 17.2.2 unless Operations Control state otherwise.
20.1
When the line is to be examined
20.1.5
Although a train cannot be used when carrying out an examination of an underline
bridge that has been struck by a road vehicle, a train may be allowed to proceed,
under regulation 20, if it is an overline bridge that has been struck.
20.3
Dealing with the train that will be used to
examine the line
20.3.3
This describes the new procedure for instructing the driver of a train that is to
proceed forward so the driver can check for any obvious damage to an overline
bridge struck by a road vehicle. If the driver cannot see any obvious damage or
any debris on the track, the train may pass under the bridge at a maximum speed
of 5 mph.
Note: Network Rail will be giving guidance to signallers regarding overline bridges
where it will not be practicable for a driver to see whether there is any obvious
damage to the bridge.
20.5
Resuming normal working
This amendment makes it clear that normal working must not be resumed when an
overline bridge has been struck by a road vehicle until the bridge strike nominee
tells the signaller it is safe to do so.
Diagram TS1.2
The amendment to this diagram was previously published in the periodical
operating notice as number 16/07.
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Module TS9
Level crossings signallers’ instructions
SUMMARY OF CHANGES
This is a new module. However, all of the instructions for signallers have been
transferred from module TW8 without change to any of the requirements. Driver
and level crossing attendant instructions remain in module TW8.
DETAIL OF CHANGES
The only changes from the instructions previously published for the signaller in
module TW8, relate to the section and paragraph numbering along with minor
changes to some headings.
Section 1
Automatic half-barrier crossings (AHBC)
This was previously published as section 3 of module TW8.
Section 2
Automatic crossings locally monitored
(ABCL and AOCL)
This was previously published as section 4 of module TW8.
Section 3
Level crossings with full barriers worked by the
signaller
This was previously published as section 5 of module TW8.
Section 4
Crossings with red and green warning lights (R/G)
This was previously published as section 7 of module TW8.
Section 5
Level crossings with gates worked by a signaller
This was previously published as section 8 of module TW8.
Section 6
Level crossings worked by a crossing keeper
This was previously published as section 9 of module TW8.
Section 7
Occupation and accommodation (including
bridleway) level crossings
This was previously published as section 11 of module TW8.
Section 8
Barrow or foot crossings with white light indicators
This was previously published as section 12 of module TW8.
Section 9
Police officer attending during failure of level
crossing equipment
This was previously published as section 13 of module TW8.
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Briefing Leaflet
04/08
Document Withdrawn as of December 2008
Uncontrolled When Printed
04/08
Briefing Leaflet
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