am · 2013. 10. 3. · ge/rt8000 series. you will need this module if you are issued with any rule...
TRANSCRIPT
AM Amendments module
This module will be issued each June and
December
This module will contain those amendments previously
published in the Periodical Operating Notice. It will
also contain amendments published for the first time
and amendments that do not justify reissue of the
module concerned.
GE/RT8000/AM
Rule Book
Issue 16
March 2013
Comes into force 01 June 2013
Module
AM
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© Copyright 2013 Rail Safety and Standards Board
First issued October 2005Issue 16, March 2013Comes into force 01 June 2013
Published by:RSSBBlock 2 Angel Square1 Torrens StreetLondon EC1V 1NY
Contents approved by Traffic Operation and ManagementStandards Committee.
For information regarding this document, contact:
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1
This module contains amendments to
other Rule Book modules in the
GE/RT8000 series.
You will need this module if you are
issued with any Rule Book module.
A rule printed inside a red box is considered to be critical and
is therefore emphasised in this way.
Conventions used in this module
A red band at the top of the page will identify amendments in this
module AM that are published for the first time.
A black line in the margin indicates a change to that rule and is
shown when published in the module for the first time.
Green text in the margin indicates who is responsible for carrying
out the rule.
A white i in a blue box indicates that there is information provided
at the bottom of the page.
driver
Example
i
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Amendments module
2 03/13
The following modules containamendments in this AM
DC Issue 2 dated September 2011 - Amendments start on page 4
G1 Issue 4 dated April 2010 - Amendments start on page 6
OTM Issue 4 dated March 2011 - Amendments start on page 10
PoSA Issue 1 dated March 2011 - Amendments start on page 12
S1 Issue 1 dated June 2003 - Amendments start on page 14
S2 Issue 1 dated June 2003 - Amendments start on page 20
S3 Issue 3 dated October 2008 - Amendments start on page 26
S4 Issue 3 dated October 2008 - Amendments start on page 32
S5 Issue 3 dated April 2010 - Amendments start on page 34
SP Issue 3 dated April 2008 - Amendments start on page 52
T1A Issue 2 dated October 2007 - Amendments start on page 58
T1B Issue 3 dated April 2010 - Amendments start on page 62
T3 Issue 3 dated March 2011 - Amendments start on page 64
T10 Issue 2 dated September 2010 - Amendments start on page 76
TS9 Issue 2 dated September 2011 - Amendments start on page 82
TW1 Issue 8 dated October 2008 - Amendments start on page 88
TW2 Issue 3 dated April 2007 - Amendments start on page 110
TW3 Issue 2 dated November 2004 - Amendments start on page 116
TW5 Issue 3 dated April 2008 - Amendments start on page 128
TW6 Issue 2 dated April 2008 - Amendments start on page 148
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303/13
The following modules have noamendments in this AM
There are no amendments in this AM to the following modules:
AC Issue 2 dated September 2011
M1 Issue 2 dated March 2012
M2 Issue 3 dated March 2012
M3 Issue 1 dated March 2012
P1 Issue 3 dated March 2012
P2 Issue 3 dated March 2012
SS1 Issue 3 dated March 2013
SS2 Issue 3 dated March 2013
TS1 Issue 7 dated September 2012
TS2 Issue 3 dated September 2012
TS3 Issue 4 dated September 2012
TS4 Issue 3 dated September 2012
TS5 Issue 3 dated September 2012
TS7 Issue 3 dated September 2012
TS8 Issue 3 dated September 2012
TW7 Issue 3 dated March 2012
TW8 Issue 5 dated September 2011
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Module DC DC electrified lines
Issue 2 dated September 2011 (AM16/01)
Page 15
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6.4 Detraining passengers
Explanation of change
As part of the 12 month review of tranches 4 and 5 it was
identified that the current reference to Rule Book module M1 had
the incorrect module title.
Section 6.4 has been reworded and should read as follows:
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Module DC DC electrified lines
Issue 2 dated September 2011 (AM16/01)
Page 15
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6.4 Detraining passengers
If it is necessary to evacuate passengers from a train as shown in
module M1 Dealing with a train accident or train evacuation, the
electricity must be switched off as shown below.
a) Emergency evacuation
In an emergency the electricity should be switched off, as shown in
section 6.1 of this module, on any line where passengers may walk.
b) Controlled evacuation
Before a controlled evacuation takes place, a temporary isolation
must be taken on any line where passengers may walk.
allconcerned
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Module G1 General safety responsibilities and personal track safety for non-track workers
Issue 4 dated April 2010 (AM16/02)
Page 1
Explanation of change
Following industry consultation into the reissue of Rule Book
module SS1 Station duties and train dispatch it has been decided
to include station staff into the list of duties that should receive
Rule Book module G1.
The duties on page one should read as follows:
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Module G1 General safety responsibilities and personal track safety for non-track workers
Issue 4 dated April 2010 (AM16/02)
Page 1
You will need this module if you carry
out the duties of:
• a train driver
• a guard
• a shunter
• a designated person (DP)
• a signaller
• a crossing keeper
• platform staff.
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Module G1 General safety responsibilities and personal track safety for non-track workers
Issue 4 dated April 2010 (AM13/01) and (AM13/02)
Page 6
Explanation of change
This amendment has been replaced in the module at industry
request.
A new section 1.10 has been added and should read as follows:
1.10 Detonators
Page 18
Explanation of change
An error was identified in the text under the sub heading ‘A
position of safety’ the reference to 2 metres (6 feet) should
have read 2 metres (6 feet 6 inches).
Section 6 track definition for ‘A position of safety’ has been
reworded and should read as follows:
6 Track definitions
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1.10 Detonators
If you have placed detonators on the line and you expect a train to
pass over them, you must:
• stand at least 30 metres (approximately 30 yards) away from
the detonators
• tell anyone else standing close by to also keep this distance
away
• as the train passes over them, turn away.
If you have placed detonators on the line and you do not expect a
train to pass over them, you can stay at the detonators if the rules
require this.
Page 18
6 Track definitions
A position of safety
If the maximum speed is 100 mph or less, you are in a position of
safety if you are at least 1.25 metres (4 feet) from the nearest line
on which a train can approach.
If the maximum speed is over 100 mph, the distance increases to
2 metres (6 feet 6 inches).
9
Module G1 General safety responsibilities and personal track safety for non-track workers
Issue 4 dated April 2010 (AM13/01) and (AM13/02)
Page 6
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Module OTM Working of on-track machines(OTM)
Issue 4 dated March 2011 (AM15/01)
Entering service
Page 4
Explanation of change
Rule Book module OTM has been reviewed. Section 2.2
Entering service with a defective track circuit actuator (TCA) has
been deleted from this module and will be shown in Rule Book
module TW5 section 32. Therefore section 2.3 has been
renumbered to section 2.2.
Section 2 has been amended to read as follows:
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2
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driver
Issue 4 dated March 2011 (AM15/01)
Working of on-track machines(OTM)
Module OTM
Page 4
11
2Entering service
The person responsible: driver
2.1 Before starting a journey
Before you start a journey on a running line, you must tell the
signaller:
• the type of OTM
• its maximum speed
• whether it can be relied upon to operate track circuits.
2.2 Carrying out a running brake test
You must test that the automatic brake is working effectively
by carrying out a running brake test as shown in your train
operating company instructions.
driver
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Module PoSA Proceed-on-Sight Authority (PoSA)
Issue 1 dated March 2011 (AM15/02)
Working of signals provided with PoSA routes
Page 16
Explanation of change
Section 7 Working of signals provided with PoSA routes has
been amended. It is no longer necessary for the signaller to
stop and advise a driver if a failure of signalling equipment is
affecting more than one successive signal.
The signaller will continue to stop or nearly stop each train at
the first signal affected by the failure but does not have to stop
or nearly stop the train at each successive signal affected by the
failure, as in practice, this would often be difficult to achieve
without drivers reporting their position at each signal.
Drivers will react to each signal in turn that is displaying a PoSA
aspect and continue to drive at caution.
Section 7 has been amended to read as follows:
12
7
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Working of signals provided with
PoSA routes
The person responsible: signaller
You may only operate the controls of a PoSA signal when the train
has stopped or nearly stopped at the signal.
If the failure of signalling equipment is affecting two or more
successive signals fitted with PoSA aspects, you do not need to
stop or nearly stop the train again at each affected signal.
Issue 1 dated March 2011 (AM15/02)
Page 16
signaller
Proceed-on-Sight Authority (PoSA)
Module PoSA
13
7
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Module S1 Signals and indicators controlling train movements
Issue 1 dated June 2003 (AM15/03)
Page 4
Explanation of change
As part of the New Approach to the Rule Book, module TS2 has
been completely reviewed and re-issued. This has meant
consequential changes to other modules.
The types of signal in the definitions have been removed from
Rule Book module TS2 and transferred to Rule Book module
S1.
Section 1.1 ‘Definitions’ has been amended to include three
more definitions that have been added after ‘Distant signals’.
The added text should be read as follows:
1.1 Definitions
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Module S1 Signals and indicators controlling train movements
Issue 1 dated June 2003 (AM15/03)
Page 4
1.1 Definitions
Controlled signals
Signals operated by the signaller, some of which may be set by the
signaller to work automatically.
Automatic route setting is provided at some signal boxes.
Automatic signals
Signals operated by the passage of trains.
The signaller or a person operating a signal post replacement
switch can place some automatic signals to danger.
Semi-automatic signals
Signals normally operated by the passage of trains, but can also
be controlled from the signal box or from a ground frame.
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Module S1 Signals and indicators controlling train movements
Issue 1 dated June 2003 (AM4/05)
Page 34
Explanation of change
This amendment recognises the recent introduction of a red
aspect at some points indicators which will be displayed if the
points are not correctly set. The amendment also recognises that
points indicators may be used with other than hydro-pneumatic
points.
Section 4.6 has been amended to read as follows:
4.6 Points indicators
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Module S1 Signals and indicators controlling train movements
Issue 1 dated June 2003 (AM4/05)
Page 34
Red light flashing or steady No lightor
If a points indicator is passed without authority, it is a signal
passed at danger.
POINTSINDICATOR
POINTSINDICATOR
POINTSINDICATOR
4.6 Points indicators
A points indicator is associated with hydro-pneumatic and certain
other types of points and is identified by a sign showing the words
POINTS INDICATOR.
Indication:
A steady yellow light is displayed above the
sign.
Meaning:
The points to which it applies are fitting correctly.
Indication:
A red light that may be steady or flashing or no light is showing.
Meaning:
Stop at the points indicator and contact the signaller
unless otherwise authorised.
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Module S1 Signals and indicators controlling train movements
Issue 1 dated June 2003 (AM5/13)
Page 37
Explanation of change
Preliminary route indicators are already in use at a few locations
with a description of the meaning of the indicator being shown in
the relevant Sectional Appendix. It is now intended to introduce
several more of this type of indicator. Therefore it has been
decided to include a description within the Rule Book.
Add new section 4.11 to read as follows:
4.11 Preliminary route indicators
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Module S1 Signals and indicators controlling train movements
Issue 1 dated June 2003 (AM5/13)
4.11 Preliminary route indicators
A preliminary route indicator is provided where it is necessary
for a driver to receive advance information about the route setting
beyond a junction signal ahead of the train.
A preliminary route indicator will display an arrow pointing in the
same direction as any junction indicator displayed at the junction
signal that the preliminary route indicator applies to.
If the junction signal is displaying a proceed aspect without a
junction indicator, the associated preliminary route indicator will
display an arrow pointing straight up.
If the junction signal is at danger, the preliminary route indicator
will not be illuminated.
The table below gives examples of the preliminary route indicator
display which depends on what is displayed on the junction signal
concerned.
Page 37
Preliminary
route
indicator
Junction signal
ahead
showing:
Proceed with
position 1 JI
Proceed with
position 2 JI
Proceed with
no JI
Proceed with
position 3 JI
Stop aspect
Proceed with
position 4 JI
Proceed with
position 5 JI
Proceed with
position 6 JI
Junction signal
ahead
showing:
Preliminary
route
indicator
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Module S2 Observing and obeying fixed signals
Issue 1 dated June 2003 (AM4/06)
Page 5
Explanation of change
Drivers are now required to contact the signaller immediately on
stopping at a signal at danger, by using fixed radio equipment
where there is no SPT (Rule Book module S4), therefore it has
been decided that the requirement for the signaller to display
handsignals from the signal box as shown in this section 2.1 is
no longer necessary.
Section 2.1 has been amended to read as follows:
2.1 Train stopped or nearly stopped at a signal at danger
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Module S2 Observing and obeying fixed signals
Issue 1 dated June 2003 (AM4/06)
Page 5
2.1 Train stopped or nearly stopped at a
signal at danger
If you have stopped or nearly stopped at either of the following
types of signal at danger and that signal changes to a proceed
aspect, you must understand that the next signal may be at
danger:
• a colour light signal that cannot display a yellow aspect
• a semaphore signal.
driver
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Module S2 Observing and obeying fixed signals
Issue 1 dated June 2003 (AM1/15)
Page 8
Explanation of change
The word ‘made’ was unintentionally missed from the first bullet
point when this rule was being drafted.
Section 3.3 has been amended to read as follows:
3.3 Route indication not shown
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Module S2 Observing and obeying fixed signals
Issue 1 dated June 2003 (AM1/15)
Page 8
3.3 Route indication not shown
If a position-light or subsidiary signal is cleared but the normal
route indication is not shown, you must:
• make sure the movement is made at caution
• be prepared to stop before you reach any obstruction
• continue no further than is necessary (if making a shunting
movement).
driver, orperson
controllingtrain
movements
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Module S2 Observing and obeying fixed signals
Issue 1 dated June 2003 (AM1/16)
Page 11
Explanation of change
The references in the third and fourth bullet points are incorrect
and have been amended to read as follows:
6.1 Authority for the movement to be made
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Module S2 Observing and obeying fixed signals
Issue 1 dated June 2003 (AM1/16)
Page 11
6.1 Authority for the movement to be made
When a train or shunting movement is required to reverse, you
must only allow the movement to take place when:
• the signal controlling the movement is cleared
• the signaller gives you permission to move towards a signal
which will control the further movement of the train
• the leading end of the train is standing beyond the signal
controlling the movement and the signal cannot be cleared as
described in section 1 of part A module S5 Passing a signal at
danger
• there is no signal for the movement and the signaller gives you
permission to make an unsignalled, wrong-direction movement
as described in section 1 of module TW7 Wrong-direction
movements.
driver, orperson
controllingtrain
movements
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Pages 9 to 11
Train protection and warning
system (TPWS)
Module S3 Train warning systems (AWS and TPWS) and
reporting signalling failures and irregularities
Issue 3 dated October 2008 (AM15/04)
Explanation of change
As part of the New Approach to the Rule Book, module TS1 has
been completely reviewed and re-issued. This has meant
consequential changes to other modules.
The instructions following a TPWS activation are now shown
completely in Rule Book module S3 section 2 and the rules
formerly contained in Rule Book module TS1 have been
reviewed and where necessary, transferred.
Section 2.2 and 2.3 have been retitled to driver’s instructions
and a new section 2.4 which are signaller’s instructions. An
example of Form RT3188 is no longer shown in the Rule Book.
There is a new section 2.4. The previous sections 2.4 and 2.5
are now numbered 2.5 and 2.6 and the previous section 2.6 has
been deleted.
The sections 2.2 to 2.6 should read as follows:
2
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2.2 TPWS operation other than
approaching buffer stops - driver’s
instructions
If an automatic brake application is initiated as a result of the
operation of TPWS, you must:
• acknowledge the TPWS brake demand
• make sure the train comes to a stand
• immediately tell the signaller what has happened
• carry out the instructions you are given by the signaller
• not make any further movement of the train until instructed.
If you and the signaller are sure that lineside TPWS equipment did
not cause the brake application, the train can proceed normally.
If multiple TPWS activations occur during the journey, and you and
the signaller are sure that lineside TPWS equipment did not
activate the TPWS equipment on the train, you must:
• isolate the TPWS equipment
• carry out the instructions in Part B section 34 of module TW5
Preparation and movement of trains: Defective or isolated
vehicles and on-train equipment.
2.3 TPWS operation when approaching
buffer stops - driver’s instructions
If an automatic brake application is initiated as a result of the
operation of TPWS when approaching buffer stops, you must:
• acknowledge the TPWS brake demand
• after the train has come to a stand, move forward to the normal
stopping point if it is safe to do so
• tell the signaller what has happened
• carry out the instructions you are given by the signaller.
Module S3 Train warning systems (AWS and TPWS) and
reporting signalling failures and irregularities
Issue 3 dated October 2008 (AM15/04)
driver
driver
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Pages 9 to 11
Train protection and warning
system (TPWS)
Module S3 Train warning systems (AWS and TPWS) and
reporting signalling failures and irregularities
Issue 3 dated October 2008 (AM15/04)
2
Explanation of change
See previous page for explanation of change.
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2.4 TPWS operation - signaller’s
instructions (other than a SPAD)
When a train is stopped by an application of the train protection
and warning system (TPWS), the driver will contact you.
If you and the driver are sure the TPWS was not activated by
lineside equipment, the train may be allowed to proceed normally
without carrying out the rest of this instruction.
If a SPAD has not occurred, you may allow the train to proceed to
a more convenient place so that you can:
• get the driver’s answers to the questions on form Activation of
TPWS (RT3188).
• complete the rest of the form
• report the incident and send the form electronically, or dictate it,
to Operations Control.
You may then allow the train involved to continue its journey as
long as the driver tells you:
• the TPWS on-train equipment has not been isolated
• the driver is fit to continue.
If you have any doubt about the correct working of any TPWS
equipment involved in a TPWS activation, you must treat it as
defective and tell Operations Control.
If multiple TPWS activations occur during the journey, and you and
the driver are sure that lineside TPWS equipment did not activate
the TPWS equipment on the train, the driver will isolate the TPWS
equipment and carry out the instructions in Part B section 34 of
module TW5 Preparation and movement of trains: Defective or
isolated vehicles and on-train equipment.
Module S3 Train warning systems (AWS and TPWS) and
reporting signalling failures and irregularities
Issue 3 dated October 2008 (AM15/04)
signaller
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Pages 9 to 11
Train protection and warning
system (TPWS)
Module S3 Train warning systems (AWS and TPWS) and
reporting signalling failures and irregularities
Issue 3 dated October 2008 (AM15/04)
2
Explanation of change
See previous page for explanation of change.
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2.5 Temporary isolation of TPWS train
equipment
You must isolate TPWS equipment only when:
• you are authorised according to the rules and regulations
• you are specifically authorised due to a TPWS fault.
If you isolate the AWS, the TPWS will be isolated automatically, but
if TPWS is isolated, this will not affect the AWS.
2.6 TPWS train stop override
You must use the TPWS override only when authorised in the
rules and regulations.
Module S3 Train warning systems (AWS and TPWS) and
reporting signalling failures and irregularities
Issue 3 dated October 2008 (AM15/04)
driver
driver
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Module S4 Trains or shunting movements detained,
or vehicles left, on running lines
Issue 3 dated October 2008 (AM13/06)
Page 15
Explanation of change
The instructions in module S4 concerning limited clearance
signal-post telephones have been simplified, as it is no longer
necessary to refer to a driver passing an automatic signal at
danger as a result of the changes to module S5.
Section 4.3 has been amended to read as follows:
4.3 Yellow or white diamond with the
letter X, or yellow roundel on the
telephone cabinet
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Module S4
Page 15
driver
Trains or shunting movements detained,
or vehicles left, on running lines
Issue 3 dated October 2008 (AM13/06)
4.3 Yellow or white diamond with the letter X, or yellow roundel on the telephone cabinet
You must not leave your cab to contact the signaller by
telephone, except in an emergency.
If you do not have GSM-R radio or CSR or it cannot be used, you
must contact the signaller by mobile phone or NRN radio, if
available, using the telephone number shown on the plate.
If you still cannot contact the signaller, you must wait until the
signal clears, or until you are told by a competent person or the
driver of a train on another line that:
• the signaller has blocked the line adjacent to the telephone,
and
• it is safe to get down from your cab to use the telephone.
If the driver cannot contact you and you are not able to clear the
signal, you must arrange for trains on the line adjacent to the
telephone to be stopped.
You must then arrange for a competent person to tell the driver of
the detained train that:
• the (named) line is blocked, and
• it is safe to get down from the cab to use the telephone.
If no competent person is available, you must instruct the driver
of a train which is to pass on another line to:
• stop opposite the driving cab of the detained train, and
• relay your message to the driver of the detained train.
200801
signaller
You must not resume normal working on the line adjacent to the
telephone until you are sure that the train has proceeded from
the signal at which it was detained.
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Module S5 Passing a signal at danger
Issue 3 dated April 2010 (AM13/07)
Page 6
Part A Passing a signal at danger on the
signaller’s authority
1.1 Signaller’s authority
Explanation of change
This amendment has been written as a consequential change
following the removal of module T2. The reference to module T2
has been deleted and the new wording makes reference to line
blockage as described in module TS1 General signalling
regulations, regulation 13.2.
Section 1.1 circumstance 9 should read as follows:
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9 A train is to pass the signal protecting
engineering work under the requirements of
module TS1 General signalling regulations,
regulation 13.2 to gain access to:
• a station where the train is required to
start back
• a line under single line working
• a siding.
Issue 3 dated April 2010 (AM13/07)
Page 6
signaller
Module S5 Passing a signal at danger
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Module S5 Passing a signal at danger
Issue 3 dated April 2010 (AM12/02)
Page 17
Part A
4.1 Driver’s actions
d) Train speed
Explanation of change
This change permits the driver of a train who is in possession
of the token, to proceed at speeds up to the permissible speed,
after having passed a signal at danger leading to the single line.
Section 4.1 d) is amended to read as follows:
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Module S5 Passing a signal at danger
Issue 3 dated April 2010 (AM12/02)
Page 17
However, you are allowed to travel at a higher speed in any of the
following circumstances:
• Single line working
- Right direction It is not necessary to reduce your speed
from that permissible other than at locations where you have
to proceed at caution.
- Wrong direction Reduce your speed from that permissible
and do not exceed 50 mph.
• Single lines where a token is provided and you havethe token
It is not necessary to reduce your speed from that permissible
other than at locations where you have to proceed at caution.
• Working of single and bi-directional lines by pilotman
It is not necessary to reduce your speed from that permissible
other than at locations where you have to proceed at caution.
• Modified working on single lines
Reduce your speed from that permissible and do not exceed
50 mph.
• Failure of a block instrument on an absolute block
line
Reduce your speed from that permissible and do not exceed
50 mph.
• Temporary block working Reduce your speed from that
permissible and do not exceed 50 mph.
You must always be able to stop within the distance you can see
to be clear.
d) Train speed
You must proceed at a safe, reduced speed based on:
• the train’s braking capability
• the distance ahead which you can see is clear, allowing for:
- darkness, fog or falling snow
- curvature of the line
- anything else affecting your view.
driver
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Module S5 Passing a signal at danger
Issue 3 dated April 2010 (AM13/08)
Page 23
Explanation of change
Part B sections 1, 2 and 3 of module S5 of the Rule Book have
been amended by removing the arrangements for a driver to
pass an automatic or semi-automatic signal at danger when
unable to contact the signaller. This facility is very rarely used.
The instructions concerning a driver passing an intermediate
block home signal at danger are not changed, and those for
passing a signal at danger when the signal box is closed have
been rewritten to improve clarity.
Reference to AWS indications in section 2.3 a) has been
deleted as the information was incorrect. Sections 2.3 b), c) and
d) have been changed accordingly.
Section 3 has been deleted and sections 1 and 2 have been
amended to read as follows:
Part B
Sections 1, 2 and 3
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Module S5 Passing a signal at danger
Page 23
Issue 3 dated April 2010 (AM13/08)
Passing an intermediate block
home signal at danger
The person responsible: driver
1.1 If the driver cannot contact the
signaller
If the signal telephone is defective and you cannot contact the
signaller in any other way, you can pass an intermediate block
home signal at danger on your own authority.
1.2 Before starting
You must:
• reset the DRA
• operate the TPWS train stop override button
• give one long blast on the horn.
1.3 During the movement
a) Train speed
You must proceed at a safe, reduced speed, even if the line
appears to be clear, because of the possibility of a broken rail or
people working on or near the line.
driver
1
driver
You must always be able to stop within the distance you can
see to be clear.
Part B Drivers passing a signal at danger on their own authority
driver
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Page 24
Part B
Sections 1, 2 and 3
Explanation of change
See previous page for explanation of change.
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Page 24
Issue 3 dated April 2010 (AM13/08)
You must base your speed on:
• the train’s braking capability
• the distance ahead that you can see is clear, allowing for:
- darkness, fog or falling snow
- curvature of the line
- anything else affecting your view.
b) Other precautions
You must:
• enter a tunnel only when you are sure it is clear all the way
through and proceed at no more than 10 mph
• pass over any automatic level crossing only when you are sure
it is safe to do so.
1.4 At the next stop signal
a) Contacting the signaller
You must stop at the next stop signal and contact the signaller
even if the signal is displaying a proceed aspect.
If the signal is displaying a proceed aspect and there is no
telephone at the signal, or the telephone is not working, you may
proceed cautiously towards the next stop signal or signalbox.
If the signal is at danger and there is no telephone at the signal, or
the telephone is not working, you must contact the signaller in the
quickest possible way before proceeding.
b) Passing the signal at danger
If you cannot contact the signaller and the signal is at danger, you
may pass the signal on your own authority if it is one of the
following types:
driver
driver
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Page 25
Part B
Sections 1, 2 and 3
Explanation of change
See previous page for explanation of change.
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Page 25
Issue 3 dated April 2010 (AM13/08)
Intermediate block home signal
You must again carry out the requirements of Part B sections 1.1
to 1.3 of this module.
Controlled signal
You must carry out the requirements of Part B sections 2.1 to 2.4
of this module.
driver
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Page 26
Part B
Sections 1, 2 and 3
Explanation of change
See previous page for explanation of change.
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Module S5 Passing a signal at danger
Page 26
Issue 3 dated April 2010 (AM13/08)
Passing at danger a signal
controlled from a signal box that
is closed
The person responsible: driver
2.1 Preconditions
You may only pass a controlled signal at danger on your own
authority if you have confirmed that the controlling signal box is
closed.
2.2 Before starting
You must make sure that any points, switch diamonds or
swing-nose crossings worked from the signal box that is closed are
set correctly for the movement.
You must:
• reset the DRA
• operate the TPWS train stop override button
• give one long blast on the horn.
2.3 During the movement
a) Points or crossings
You must:
• approach at caution and not pass over any points, switch
diamonds or swing-nose crossings at more than 15 mph
• make sure, if possible, that they are set correctly for the
movement.
2
driver
driver
driver
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Page 27
Part B
Sections 1, 2 and 3
Explanation of change
See previous page for explanation of change.
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Page 27
Issue 3 dated April 2010 (AM13/08)
b) Other precautions
You must:
• enter a tunnel only when you are sure it is clear all the way
through and proceed at no more than 10 mph
• pass over any automatic level crossing only when you are sure
it is safe to do so.
c) Train speed
You must proceed at a safe, reduced speed, even if the line
appears to be clear, because of the possibility of a broken rail or
people working on or near the line.
You must base your speed on:
• the train’s braking capability
• the distance ahead that you can see is clear, allowing for:
- darkness, fog or falling snow
- curvature of the line
- anything else affecting your view.
You must always be able to stop within the distance you can
see to be clear.
driver
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Page 28
Part B
Sections 1, 2 and 3
Explanation of change
See previous page for explanation of change.
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Issue 3 dated April 2010 (AM13/08)
driver
2.4 Next stop signal or signal box
You must:
• repeat the requirements of Part B sections 2.2 and 2.3 of this
module at any other controlled signal at danger that is operated
from the same signal box
• at the first opportunity, contact the signaller at the next signal
box ahead.
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Page 31
Signaller’s actions
Explanation of change
As part of the New Approach to the Rule Book module TS1
General signalling regulations has been completely reviewed and
re-issued. This has meant consequential changes to other
modules.
The instructions following a signal being passed at danger without
authority are now shown completely in Rule Book module S5 Part
C section 2 and the rules formerly contained in Rule Book module
TS1 regulation 15 have been reviewed and where necessary,
transferred.
Form RT3189 Signal passed at danger (SPAD), an example of
which is no longer shown in the Rule Book, has also been
changed to reflect this.
Rule Book module S5 Part C section 2 is amended to read as
follows:
Module S5 Passing a signal at danger
Issue 3 dated April 2010 (AM15/05)
2
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Signaller’s actions
The person responsible: signaller
When a train has stopped after a SPAD, the driver should contact
you immediately. You must make sure the driver is aware of the
circumstances.
You must:
• get the driver’s answers to the questions on form Signal Passed
at Danger (SPAD) RT3189
• complete the rest of the form
• report the incident and send the form electronically, or dictate it,
to Operations Control.
You must not allow the train involved to proceed until authorised by
Operations Control. However, you may allow the train to be moved
to a more convenient place to complete the form as long as:
• the driver is prepared to make the movement
• the movement will not proceed beyond another stop signal
displaying a main aspect or indication
• you make sure the route is correctly set for the movement.
If the driver reports that the SPAD resulted from exceptional
railhead conditions, you must also carry out the instructions in
section 17 of module TW1 Preparation and movement of trains:
General.
If you have any doubt about the correct working of any signal
involved in a SPAD, you must treat it as defective and tell
Operations Control.
You must also tell Operations Control about, and treat as
defective, any points that may have been ‘run through’ during the
incident, whether or not damage is obvious.
2signaller
Module S5 Passing a signal at danger
Issue 3 dated April 2010 (AM15/05)
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Module SP Speeds
Issue 3 dated April 2008 (AM8/06), (AM9/10) & (AM13/09)
Page 8
Explanation of change
The classes allowed to travel at the permissible speeds
shown by letters are now shown in the Sectional Appendix.
Section 2.5 of Part A is amended to read as follows:
2.5 Permissible speed indicators with
letters
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Module SP Speeds
Issue 3 dated April 2008 (AM8/06), (AM9/10) & (AM13/09)
Page 8
driver,signaller
2.5 Permissible speed indicators with
letters
These show the permissible speed and apply only to the trains
shown by the letters:
This is what the letters mean:
HST High speed trains
MU Multiple-unit trains
DMU Diesel multiple-unit trains
EMU Electric multiple-unit trains
SP Sprinter multiple-unit trains
CS Class 67 locomotives
The classes of train that can travel at these speeds are shown in
the Sectional Appendix.
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Module SP Speeds
Issue 3 dated April 2008 (AM9/11)
Page 12
Explanation of change
It has been decided that the speed indicator or spate indicator
are also to be displayed at a repeating warning board.
Part B Section 3, page 12 is amended to read as follows:
Equipment used during a temporary speed
restriction3
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Module SP Speeds
Issue 3 dated April 2008 (AM9/11)
Page 12
Termination indicator
The termination indicator shows the end of the speed restriction.
The termination indicator is retro-reflective.
Spate indicator
The spate indicator shows the speed restriction has been
withdrawn or will not be imposed. The spate indicator is
retro-reflective. Spate is an abbreviation of ‘speed previously
advised terminated early’.
Repeating warning board
A repeating warning board is placed on the end of a platform or a
connection from a siding or dead-end platform line to remind the
driver there is a temporary speed restriction ahead.
This board will also have the associated speed indicator or a spate
indicator.
The repeating warning board is retro-reflective.
driver,signaller,person in
charge
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Module SP Speeds
Issue 3 dated April 2008 (AM9/12)
Page 35
Explanation of change
The diagram has been changed to show the revised form of
repeating warning board which also shows the speed indicator.
Diagram SP.10
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Module SP Speeds
Issue 3 dated April 2008 (AM9/12)
Page 35
2020
Temporary speed restriction beyond a station or siding connection
Diagram SP.10
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Module T1A Work on signalling equipment
Issue 2 dated October 2007 (AM13/11)
Page 7
1.2 When the instructions in this module
apply
Explanation of change
This amendment has been written as a consequential change
following the removal of modules T2 and T7. The reference to
module T2 has been deleted and the new wording makes
reference to line blockage as described in module TS1 General
signalling regulations, regulation 13.2. The reference to module
T7 has been deleted and the new wording makes reference to
handbook 6 General duties of an individual working alone (IWA)
and handbook 7 General duties of a controller of site safety
(COSS).
Section 1.2 should read as follows:
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1.2 When the instructions in this module
apply
The instructions in this module apply during any of the following
situations:
• A failure of the signalling equipment (see section 2).
• Work on signalling equipment that does not affect the
normal passage of trains (see section 3).
• Work on signalling equipment that does affect the normal
passage of trains (see section 4).
• Work on signalling equipment when the line is under
possession (see section 5).
• When a release of signalling controls is required (see
section 6).
The instructions in this module do not apply to work on signalling
equipment when all the following limitations are met. The work:
• will not affect the normal passage of trains, and
• does not need the signaller’s co-operation, and
• will not affect the normal operation of the signalling equipment.
The instructions in this module do not apply when signalling
equipment is to be disconnected for protection arrangements as
shown in module TS1 General signalling regulations, regulation
13.2.
The instructions in this module do not provide any personal
protection. If work is to be carried out on or near the line, a safe
system of work must first be set up as shown in handbook 6
General duties of an individual working alone (IWA) and handbook
7 General duties of a controller of site safety (COSS).
Issue 2 dated October 2007 (AM13/11)
Page 7
signaller,signalling
technician
Module T1A Work on signalling equipment
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Module T1A Work on signalling equipment
Issue 2 dated October 2007 (AM13/12)
Page 9
1.4 When Form RT3187 ‘Signal
Engineering Work’ must be used
Explanation of change
This amendment has been written as a consequential change
following the removal of modules T2 and T4. The reference to
module T2 has been deleted and the new wording makes
reference to line blockage. The reference to module T4 has been
deleted and the new wording makes reference to a possession.
Section 1.4 should read as follows:
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1.4 When Form RT3187 ‘Signal
Engineering Work’ must be used
You must both use Form RT3187 when signalling equipment will
be taken out of use, disconnected or restricted under the following
circumstances:
• trains, other than engineering trains in a possession, are
required to pass through the affected area
• signalling equipment is to be taken out of operational use for a
period of time.
Form RT3187 is not needed during work on a failure of signalling
equipment unless a disconnection has been made and it is not
possible to complete the work before trains have to pass.
You do not need to use Form RT3187 if all the signalling
equipment affected is within the area that is under a line blockage
or possession and it is planned to restore the equipment to normal
use before the line blockage or possession is given up. You must
record the details of all equipment affected in the Train Register.
However, if the line blockage or possession will be given up and
any signalling equipment will remain disconnected or restricted,
you must both fill in Form RT3187 before the line blockage or
possession is given up.
Issue 2 dated October 2007 (AM13/12)
Page 9
signaller,signalling
technician
Module T1A Work on signalling equipment
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Pages 53 to 57
Modified Working arrangements
on single lines
Module T1B Movement of trains during failure of, or
when working on, signalling equipment
Issue 3 dated April 2010 (AM14/01)
Explanation of change
As part of the New Approach to the rule book Module P2 has
been completely reviewed and re-issued. This has meant
consequential changes to other modules.
The arrangements for modified working are now shown
completely in module P2 section 7 and the rules formerly
contained in module T1B have been reviewed and where
necessary, transferred to that module.
Module T1B section 21 has been deleted.
21
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Pages 53 to 57
Not used
Module T1B Movement of trains during failure of, or
when working on, signalling equipment
Issue 3 dated April 2010 (AM14/01)
21
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Module T3 Possession of a running linefor engineering work
Issue 3 dated March 2011 (AM15/06)
Page 6
2.2 Taking possession around one or more
engineering trains
Explanation of change
The current rules appear to prohibit lengthening a possession
around a train outside the original possession. This was never
the intention so the rule has changed to clarify that this is
permissible.
Section 2.2 should read as follows:
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2.2 Taking possession around one or more
engineering trains
When the possession is to be taken or lengthened around an
engineering train, you must signal the engineering train concerned
normally to the signal specified in the notices.
When the engineering train arrives at the specified signal, you
must tell the driver not to move the train again until given
instructions by the PICOP or engineering supervisor (ES) after the
possession has been granted.
When every engineering train is at its specified signal, you must
tell the PICOP.
You must record the details in the Train Register.
Page 6
signaller
Module T3 Possession of a running linefor engineering work
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Module T3 Possession of a running linefor engineering work
Issue 3 dated March 2011 (AM15/07)
Page 9
2.4 Arranging detonator protection at the
standard distance
Standard detonator protection
Diagram T3.1
Explanation of change
The requirements for protecting intermediate junctions in
possessions have been clarified. The diagram T3.1 is enhanced
to avoid confusion.
Diagram T3.1 is amended as follows:
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Module T3 Possession of a running linefor engineering work
67
Issue 3 dated March 2011 (AM15/07)
GR102
GR101
GR241
GR104
GR107
GR105
Possession of the Up MainDetonator protection beyond GR102 and GR242 signalsDetonator protection on theapproach side of GR108 signal
Key
Up direction
Down direction
Detonator protection
Distance of 400m(440 yards)
Placed clear of junction
GR108
Main lines
Branch lines
GR106
GR103
GR242
Possession
Possession of the Down MainDetonator protection beyondGR107 signalDetonator protection on theapproach side of GR101 signalDetonator protection clear of
845
Point/crossover number
points 845
Standard detonator protection
Diagram T3.1
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Module T3 Possession of a running linefor engineering work
Issue 3 dated March 2011 (AM15/08)
Page 11
2.6 When detonator protection is in place
Explanation of change
There is no longer any requirement for the signaller to issue an
authority number to the PICOP when granting a possession.
Section 2.6 should read as follows:
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2.6 When detonator protection is in place
The PICOP will tell you when all detonator protection is in place.
When you are satisfied that the line concerned is correctly
protected, you may grant the possession to the PICOP.
You must enter these details in the Train Register.
Page 11
signaller
Module T3 Possession of a running linefor engineering work
69
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Module T3 Possession of a running linefor engineering work
Issue 3 dated March 2011 (AM15/09)
Page 11
2.7 Using the token as protection
70
Explanation of change
There is no longer any requirement for the signaller to issue an
authority number to the PICOP when granting a possession.
Section 2.7 should read as follows:
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2.7 Using the token as protection
If the token is used as protection, the PICOP does not need to
arrange detonator protection on a single line.
You must give the token to the PICOP or give a release so that it
can be obtained from a token instrument that is not at the signal
box. You may then grant the possession to the PICOP.
You must enter these details in the Train Register.
The PICOP must keep the token until the possession is given up.
Page 11
signaller
Module T3 Possession of a running linefor engineering work
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Module T3 Possession of a running linefor engineering work
Issue 3 dated March 2011 (AM15/10)
Page 28
9.1 Authority for movement of engineering
trains (See diagram T3.3)
Explanation of change
This amendment relates to movements entering or leaving T3
possessions from adjacent sidings which are also under
possession. A new bullet has been added to section 9.1 b) to
clarify that a driver may receive instructions from a PICOP when
entering, or leaving a possession in these circumstances, which
includes the authority to pass any signal at danger that controls
the movement.
Section 9.1 b) should read as follows:
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b) PICOP
The PICOP (or competent person on the PICOP’s behalf) will
authorise you to make a movement that is required to:
• go past the location of the detonator protection into the
possession
• pass through points or crossings that are protecting the
possession at an intermediate point when entering the
possession
• enter or leave the possession from or to a siding that is also
under possession
• move between the detonator protection at each end of the
possession and the nearest work site
• pass the work-site marker board (WSMB) at the exit from a work
site, this will be showing two yellow flashing lights
• move between work sites.
The PICOP will wear an armlet on the left arm, or a badge on the
upper body, with PERSON I.C. POSSESSION in red letters on a
yellow background.
Page 28
driver
Module T3 Possession of a running linefor engineering work
73
Issue 3 dated March 2011 (AM15/10)
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Module T3 Possession of a running linefor engineering work
Issue 3 dated March 2011 (AM15/11)
Page 30
9.5 Indicating each work site
Indication of work sites
Diagram T3.4
74
Explanation of change
The requirements for protecting intermediate junctions in
possessions has been clarified. The diagram T3.4 is enhanced to
avoid confusion.
Diagram T3.4 is amended as follows:
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Module T3 Possession of a running linefor engineering work
75
Issue 3 dated March 2011 (AM15/11)
Key
Detonator protection
Placed clear of junction Main lines
Branch lines
Possession
Worksite
At least 100m
Distance of 100m
Indication of work sites
Diagram T3.4
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Module T10 Duties of a designated person (DP) and people working on rail vehicles
Issue 2 dated September 2010 (AM12/05)
Page 6
3.3 If vehicle protection is not in place
Explanation of change
The reference to section 4.4 in the last line of section 3.3 is
incorrect, it should actually refer to section 4.3.
The fifth paragraph of section 3.3 shown on page 6 is amended
to read as follows:
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Module T10 Duties of a designated person (DP) and people working on rail vehicles
Issue 2 dated September 2010 (AM12/05)
3.3 If vehicle protection is not in place
If you are the first person to start work on a rail vehicle, you must
arrange to apply vehicle protection to that vehicle or vehicles.
The vehicle protection must consist of a NOT TO BE MOVED
board or a red flag or red light.
You must place this vehicle protection at the end of the last vehicle
in the direction from which any other vehicle might approach.
If vehicle protection is to be placed at both ends, you must place it
on diagonally opposite corners. However, if there is a running line
immediately adjacent to the vehicle, you must place the vehicle
protection on the side furthest from the running line.
The instructions in this section 3.3 do not apply on running lines
including platform lines where it will be the DP who places the
vehicle protection as shown in section 4.3.
personworking
on a railvehicle
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4.3 Working on a train on a running line
including at a station platform
Module T10
Issue 2 dated September 2010 (AM14/02)
Explanation of change
Section 4.3 has been amended to clarify that vehicle protection
is required at both ends of the train if there is the possibility that
vehicles might be shunted against the vehicle that is being
worked on at the other end of the train.
Section 4.3 has been amended to read as follows:
Duties of a designated person (DP) and
people working on rail vehicles
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4.3 Working on a train on a running line
including at a station platform
On your arrival, you must report to the driver and guard (if present)
and reach a clear understanding about the actions to be taken.
You must place vehicle protection, consisting of a NOT TO BE
MOVED board or a red flag or red light, on the side of the train at
the end from which the train is being driven.
You must place the vehicle protection at both ends of the train if:
• the driver is not present and the train can be driven from either
end
• vehicles might be shunted from that end onto those on which
work will take place.
When at a station you must place the vehicle protection on the
platform side of the train.
You must not remove the vehicle protection until the work is
completed.
When the work has been completed, you must tell the driver and
guard (if present).
Module T10 Duties of a designated person (DP) and
people working on rail vehicles
Issue 2 dated September 2010 (AM14/02)
DP
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7.1 Deciding which line to block
Module T10
Issue 2 dated September 2010 (AM14/03)
Explanation of change
A typographical error was identified in the third paragraph of
section 7.1.
Section 7.1 has been amended to read as follows:
Duties of a designated person (DP) and
people working on rail vehicles
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Module T10 Duties of a designated person (DP) and
people working on rail vehicles
Issue 2 dated September 2010 (AM14/03)
Page 14
7.1 Deciding which line to block
If you need to walk as a group along a running line to or from a
failed train and there is no safe walking route available, you
must arrange for trains to be stopped.
If you can clearly identify your location to the signaller and you are
sure of the line the failed train is on, you will only need to block the
line that will provide a safe walking route to the failed train.
If you are not sure of your location or that of the failed train, you
must arrange for all lines to be blocked. If the signaller is not able
to arrange for all lines to be blocked, you must ask for a COSS to
attend, who will make alternative arrangements.
DP
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Issue 2 dated September 2011 (AM15/12)
Module TS9 Level crossings - signallers’ regulations
Page 10
2.8 Road traffic at level crossings within
the clearing point
Explanation of change
With the revision of the train signalling regulations (TS modules)
it has been decided the instruction, not to regard road traffic
passing over level crossing as an obstruction within the clearing
point for the purpose of accepting trains, should be moved from
Rule Book module TS1 General signalling regulations to Rule
Book module TS9 Level crossings - signallers’ regulations. There
is no change to the actions required by signallers.
A new section 2.8 has been added to read as follows:
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Module TS9 Level crossings - signallers’ regulations
Issue 2 dated September 2011 (AM15/12)
Page 10
2.8 Road traffic at level crossings within
the clearing point
You do not need to treat road traffic, passing over level crossings
worked or controlled from your signal box, as an obstruction within
the clearing point for the purpose of accepting a train as shown
in regulation 3.4 of the train signalling regulations by the
following systems.
• Absolute block.
• Electric token block.
• Tokenless block.
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Issue 2 dated September 2011 (AM16/03)
Module TS9 Level crossings - signallers’ regulations
Page 11
3.1 Opening and closing the signal box
Explanation of change
Following a 12 monthly review of TS9, section 3.1 has been
rewritten to clarify that a signal box which supervises an AHBC
which is not under local control during a possession, cannot be
closed if there will be movements over the crossing or the work
will activate the crossing.
Section 3.1 has been amended to read as follows:
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Page 11
3.1 Opening and closing the signal box
If the telephone alarm is sounding when you open a signal box but
you cannot get a reply, you must make sure that the driver of each
train is told to:
• approach the crossing at caution
• not pass over it until the driver has made sure it is safe to do so
• tell you whether the crossing is safe for the passage of trains.
You must do this until you are told that the crossing is safe for the
passage of trains.
If you supervise an AHBC that is not under local control on a line
that is under possession, you must not close the signal box unless
arrangements have been made to make sure the AHBC will not be
activated by the work or any rail movement.
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6.9 Appointing an attendant at RC or
CCTV crossings
Issue 2 dated September 2011 (AM16/04)
Explanation of change
Following a 12 monthly review of TS9 section 6.9 has been
rewritten to clarify that Signal Box Special Instructions may be
issued to give authority not to provide an attendant during single
line working involving RC or CCTV crossings.
Section 6.9 f) has been amended to read as follows:
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6.9 Appointing an attendant at RC or
CCTV crossings
An attendant must be provided if any of the following applies.
a) You cannot get a satisfactory view or picture of the crossing
and a pedestrian might not easily be seen when walking
between the barriers.
b) The barriers fail to respond to the controls.
c) A track circuit between the protecting signals and the crossing
fails, is disconnected or is occupied by a failed train.
d) The main power supply fails and the failure is likely to last for an
extended period.
e) Before you grant possession of one or more lines if any of the
following applies.
• Work will be carried out that might cause track circuits to be
activated within the protecting signal.
• An engineering train or OTP is to work within the protecting
signal or 200 metres (approximately 200 yards) of the
crossing.
• A wrong-direction movement will be made over the crossing.
The attendant must have taken duty before you grant
possession. However, this does not apply if it is shown in the
published arrangements or Operations Control has agreed that
the attendant need only be provided during the times when the
crossing is affected by the work or movements over it.
f) Single line working is to be introduced over the crossing. The
attendant must have taken duty before you allow the first train in
the wrong direction to pass over the crossing. This clause does
not apply if Signal Box Special Instructions allow single line
working to be introduced without appointing an attendant.
Issue 2 dated September 2011 (AM16/04)
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Module TW1 Preparation and movement of trainsGeneral
Issue 8 dated October 2008 (AM10/25)
Page 16
Table of classification
Explanation of change
It has been agreed that where specially authorised, certain
passenger trains can be operated as class 9 trains.
This is to remove problems in providing train identities that
clearly distinguish between trains.
The table of classification is amended and should read as
follows:
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Issue 8 dated October 2008 (AM10/25)
Module TW1
Page 16
Description Classification
Express passenger train 1
Nominated postal or parcels train
Breakdown or overhead line equipment train
going to clear the line or returning from there
(1Z99)
Traction unit going to assist a failed train (1Z99)
Snow plough going to clear the line (1Z99)
Class 373 train or other passenger train if 9
specially authorised
Ordinary passenger train 2
Breakdown or overhead line equipment train
not going to clear the line (2Z99)
Officers’ special train (2Z01)
Freight train which can run at more than 75 mph 3
A parcels train
Autumn-railhead treatment train
Empty coaching stock train if specially authorised
Freight train which can run up to 75 mph 4
Empty coaching stock train 5
Freight train which can run up to 60 mph 6
Freight train which can run up to 45 mph 7
Freight train which can run at, or is timed to run at, 8
35 mph or less
Light locomotive or locomotives 0
Table of classification
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Issue 8 dated October 2008 (AM12/07)
Page 18
3.3 Train radio equipment - general
Explanation of change
This amendment was previously published in module GSM-R.
However, that module is now withdrawn. GSM-R has become
more widespread and the relevant rules may now be applied
nationally.
Section 3.3 is amended to read as follows:
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Module TW1
Page 18
driver
guard,driver
signaller,operationscontroller
3.3 Train radio equipment - general
a) Using the train radio system safely
You must not use the radio when a train is moving if you might
become distracted and put the train in danger.
If you receive a text message you must only read that message
when it is safe to do so.
b) Emergency call facility
You must only use the emergency call facility when it is necessary
to:
• give immediate advice for trains to be stopped or cautioned in
connection with an accident, obstruction or other exceptional
incident
• call the emergency services.
You must answer an emergency call immediately.
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Issue 8 dated October 2008 (AM12/08) and (AM15/13)
Page 18
3.3 Train radio equipment - general
Explanation of change
This amendment was previously published in Rule Book module
GSM-R.
However, that module is now withdrawn. GSM-R has become
more widespread and the relevant rules may now be applied
nationally.
The existing section 3.4 should be renumbered 3.5.
The existing section 3.5 should be renumbered 3.6.
The existing section 3.6 should be renumbered 3.7.
Add new section 3.4 to read as follows:
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3.4 GSM-R cab radio (where fitted and
operational)
a) GSM-R
You must use the GSM-R cab radio equipment as the normal
method of communication with the signaller.
You must only use a signal-post telephone if it is not possible to
communicate using GSM-R.
b) Areas where GSM-R radio is provided
The sign shown indicates the start of a GSM-R radio
section and changeover point from one radio system
to another, for example, from NRN to GSM-R.
When a train passes one of these signs, you must
check that the GSM-R radio is operating and
connected to the GSM-R network.
c) Areas where GSM-R radio is not
provided
The sign shown indicates the end of a GSM-R radio
section and changeover point from one radio system
to another, for example, from GSM-R to NRN.
When a train passes one of these signs, you must
check that the alternative radio system is
operational.
Preparation and movement of trainsGeneral
Issue 8 dated October 2008 (AM12/08) and (AM15/13)
Module TW1
Page 19
driver
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Page 19
3.4 GSM-R cab radio (where fitted and
operational)
94
Issue 8 dated October 2008 (AM12/08) and (AM15/13)
Explanation of change
Page 153 of Rule Book module AM Amendments module, Issue
14 (June 2012) which amends page 19 of Rule Book module
TW1 Preparation and movement of trains: General, Issue 8
(October 2008) has been further amended in respect of the
action to be taken if a railway emergency group call (REC) is
received. Trains must be brought to a stand on receipt of a
REC. The signaller must identify and contact all those trains
that must remain at a stand. After the REC has been ended,
other trains not affected by the incident may proceed forward at
caution until reaching the next signal showing a proceed
aspect. Those trains told to remain at a stand must not move
until the driver has been told to do so by the signaller.
Section 3.4 d) has been amended to read as follows:
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Module TW1
Page 19
driver
95
3.4 GSM-R cab radio (where fitted and
operational)
d) Railway emergency group call (REC)
Receiving a REC
If you receive a REC, you must:
• bring your train to a stand immediately
• listen to the message.
During the REC
During the REC, you must:
• identify all trains that must remain at a stand
• instruct the drivers of those trains to remain at a stand
• get confirmation from the driver of each train that must remain at
a stand, that the message has been received and understood.
Ending the REC
When you are sure the emergency has been protected, you must
end the REC with the phrase ‘End of railway emergency group
call’.
You must not consider the REC to be ended until the signaller has
used the phrase ‘End of railway emergency group call’.
Restarting trains
After the REC has been ended, you may restart your train as long
as:
• you are sure your train is not affected by the emergency, and
• the signaller has not instructed you to remain at a stand.
You must proceed at caution as far as the next stop signal.
You must not restart your train without getting authority from the
signaller if:
• your train is affected by the emergency
• you are unsure whether your train is affected by the emergency
• the signaller has told you to remain at a stand.
driver
signaller
Issue 8 dated October 2008 (AM12/08) and (AM15/13)
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Page 48
10.7 Single line working
Issue 8 dated October 2008 (AM14/29)
Explanation of change
As part of the New Approach to the Rule Book modules P1 and
TW7 have been completely reviewed and re-issued. This has
meant consequential changes to other modules.
This section has been amended to include instructions
previously shown in module P1 and enhanced to clarify the
duties of drivers and guards when making any wrong-direction
movements including single line working. References to
modules M1 and M2 have been deleted as emergency
protection is now only required during temporary block working.
Module TW1 section 10.7 is amended to read as follows:
Module TW1 Preparation and movement of trains
General
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10.7 Single line working
Working in the wrong direction
If your train is to travel over the single line in the wrong direction,
you must tell the guard (if provided) that single line working is in
operation.
You must consider the effect on:
• station working, releasing doors and passenger safety
• protection arrangements if you have to carry out the
requirements of module M1 Dealing with a train accident or train
evacuation.
Single line working where more than one running line
is available
If protection needs to be carried out under module M1 Dealing with
a train accident or train evacuation, you must take into account
the altered direction of train working under single line working
arrangements.
You must also tell the guard (if provided) about the altered
direction of train working if protection under module M1 Dealing
with a train accident or train evacuation needs to be carried out.
Issue 8 dated October 2008 (AM14/29)
driver,guard
driver
Module TW1 Preparation and movement of trains
General
driver
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Issue 8 dated October 2008 (AM12/09)
Page 50
During the journey
Explanation of change
Section 10.12 is new and has been added to explain that the
driver should control the speed of the train on every occasion
that the train is to proceed at caution, even if not authorised to
pass a signal at danger.
This amendment was published in the Periodical Operating
Notice as amendment 07/10.
A new section 10.12 has been included and reads as follows:
10
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Module TW1
Page 50
driver
10.12 Proceeding at caution
If instructed to proceed at caution, you must in addition to obeying
any specified speed, proceed at such a speed that will allow you to
stop the train within the distance you can see to be clear on the
line ahead.
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Issue 8 dated October 2008 (AM13/25)
Page 56
13.3 Authority for propelling
Explanation of change
This amendment has been written as a consequential change
following the removal of module T11. The reference to module
T11 has been deleted and the new wording makes reference to
module SS2 Shunting. The section mentioned was changed in
AM issue 12 number AM12/03.
Sections 13.3 c) should read as follows:
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c) Engineering work
You may make a propelling movement when working an
engineering train towards, on or from a line under possession if:
• this has been agreed at the pre-planning meeting and published
• in an emergency, the Network Rail area operations manager has
given the PICOP authority.
This must not be done on a portion of line where propelling is not
permitted in the Sectional Appendix.
Module SS2 Shunting, includes more information about propelling
in possessions.
Issue 8 dated October 2008 (AM13/25)
Page 56
signaller,driver,
shunter
Module TW1 Preparation and movement of trainsGeneral
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Page 57
13.5 Controlling the movement
Explanation of change
This amendment has been written as a consequential change
following the removal of module T11. The reference to module
T11 has been deleted and the new wording makes reference to
module SS2 Shunting. The section mentioned was changed in
AM issue 12 number AM12/03.
Sections 13.5 should read as follows:
102 03/13
Explanation of change
As part of the New Approach to the Rule Book, module SS2 has
been completely reviewed and re-issued. This has meant
consequential changes to other modules.
Section 13.5 currently makes reference to section 4.8 of module
SS2 Shunting, this section has been changed as part of the
review and is now section 5.3.
Sections 13.5 should read as follows:
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13.5 Controlling the movement
When vehicles are being propelled, the movement will be
controlled as shown in section 5.3 of module SS2 Shunting,
except when either of the following applies.
• A failed locomotive-hauled train is being assisted in rear, when
the instructions shown in section 13.2 of module TW3
Preparation and movement of locomotive-hauled trains apply.
• A propelling movement is made within a T3 possession, when
the instructions shown in section 10 of module SS2 Shunting
apply.
Issue 8 dated October 2008 (AM13/26) and (AM16/05)
Page 57
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Module TW1 Preparation and movement of trains General
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03/13104
Issue 8 dated October 2008 (AM13/26) and (AM16/06)
Explanation of change
This instruction previously appeared in module SS2 Shunting
as part of section 6.2. Module SS2 has been completely
reviewed as part of the New Approach to the Rule Book process
and it has been decided to transfer this instruction to module
TW1. There is no change to the content of the instruction.
Section 13.6 is amended to read as follows:
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13.6 During the movement
If you are making a propelling movement, you must drive from the
leading cab unless either of the following applies:
• you are required to observe signals or handsignals and you will
have a better view from another cab
• a shunter is controlling the movement by radio and it is not
necessary for you to observe signals or handsignals during the
movement.
Throughout the movement you must:
• observe all signals
• not pass any signal at danger except where specifically
authorised
• not exceed 20 mph, except for an officers’ special train, and
• sound the warning horn when approaching a station or level
crossing.
Preparation and movement of trains General
Module TW1
Issue 8 dated October 2008 (AM13/26) and (AM16/06)
Page 58
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Issue 8 dated October 2008 (AM12/10)
Page 65
16.1 How to carry out an examination of the line
Explanation of change
Section 16.1 has been updated so that drivers have visibility of
the requirement for a maximum speed of 20 mph when using a
train to examine the line for a suspected track defect.
This amendment was published in the Periodical Operating
Notice as amendment 07/10.
Section 16.1 has been amended to read as follows:
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driver
Page 65
You must always be able to stop within the distance you can
see to be clear on the line ahead.
If the affected portion of line is within a tunnel, you must proceed
through the tunnel at a speed not exceeding 10 mph, and be
prepared to stop short of any obstruction.
If the signaller has told you that the examination of the line is
because of a suspected track defect, you must not exceed 20 mph
over the affected portion of line.
After passing over the affected portion of the line, you must tell the
signaller:
• whether the line is clear or not, and
• any other information that the signaller needs to know.
16.1 How to carry out an examination of the line
If instructed by the signaller to examine the line, you must:
• reach a clear understanding with the signaller about what is
required
• if instructed to do so by the signaller, pass the signal at danger
as described in the instructions in module S5 Passing a signal at
danger
• proceed over the affected portion of the line at caution being
prepared to stop short of any obstruction
• carry out any other instructions given to you by the signaller.
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Issue 8 dated October 2008 (AM13/27)
Page 74
Working trains during snowconditions
Explanation of change
Section 18.2 has been amended following a recommendation
from an inquiry.
Instead of specifying in detail how to carry out a running brake
test it now states that tests must be carried out as frequently as
necessary and also any additional train operating company
instructions.
Section 18.2 has been amended to read as follows:
18
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Module TW1
driver
Page 74
Working trains during snowconditions
The person responsible: driver
18.1 When these instructions apply
You must carry out the following instructions when snow is
falling, or fallen snow is being disturbed by the passage of trains.
18.2 Running brake tests during snowconditions
You must carry out running brake tests as frequently as necessary
to make sure that the automatic brake is operating effectively.
You must also carry out any additional train operating company
instructions.
18
driver
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Module TW2 Preparation and movement of multiple-unit passenger trains
Issue 3 dated April 2007 (AM7/08)
Page 27
6.5 Carrying out a running brake test
Explanation of change
This rule is new to module TW2 but was previously shown in
module TW1. The rule has been made specific to the type of
train and is published here for multiple units.
The instructions specific to OTM are to be found in module
OTM and for locomotive hauled trains, in module TW3.
Section 6.5 should read as follows:
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Module TW2
driver
6.5 Carrying out a running brake test
You must test that the automatic brake is working effectively by
carrying out a running brake test.
You must carry out this test as shown in your train operating
company instructions for the train concerned.
When you carry out a running brake test, you must do so from a
speed that is high enough for you to be sure that:
• the brake is operating effectively, and
• the speed of the train is being reduced.
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Issue 3 dated April 2007 (AM8/12)
Page 33 and 34
9.3 Train overrunning a platform
Explanation of change
The instructions concerning a train that has stopped short of, or
has overrun, a platform have been combined under a new
heading. New instructions have been included to check whether
anyone has fallen from the train, and to tell the signaller if
someone has or it is not certain whether anyone has fallen from
the train. All doors must be closed and no longer released
before any movement is made into the platform.
Section 9.2 c) is deleted and section 9.3 is amended to read as
follows:
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Module TW2
Delete section 9.2 c)
Page 34
9.3 Train stopping short of, or overrunning
a platform
a) If the train stops short or overruns the platform
If you become aware that you have stopped your train incorrectly
at a station so that the whole of the train will not be at the platform,
you must tell the guard immediately, if there is one.
You must immediately tell passengers not to get out of the train
until it has been moved to the correct stopping position.
You must check before moving the train that no one has fallen
from the train. If you are the guard and someone has fallen from
the train or you are not sure, you must tell the driver.
You must tell the signaller if:
• someone has fallen from the train, or
• you cannot be certain whether anyone has fallen from the train.
You must make arrangements with the driver, and where
necessary, the person in charge of the platform for the train to be
moved so that those passengers who want to get off can do so
safely.
If the train is required to draw forward or return in the wrong
direction this must be done only when all doors are closed and are
no longer released.
Before you make the movement you must make sure you can do
so safely. You must make sure that anyone who has got off the
train will not be in danger.
Page 33
guard,driver of a
DO train
driver
driver
guard,driver of a
DO train
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9.3 Train overrunning a platform
Explanation of change
See previous page for explanation of change.
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Module TW2
b) Returning to the platform after an overrun
If a train overruns a platform, it can only return to the platform if all
of the following apply:
• the overrun is no more than 400 metres (¼ mile) beyond the
platform
• the driver gets your permission
• the movement does not need to pass over an automatic level
crossing.
If your train has overrun a platform, you can only return to the
platform if all of the following apply:
• the overrun is no more than 400 metres (¼ mile) beyond the
platform
• you have received permission from the signaller
• the movement does not need to pass over an automatic level
crossing.
You must tell the guard, if there is one, when permission has been
given for the train to return to the platform.
If the train has to pass over a level crossing which is not
automatic, you must:
• make sure that the crossing is clear
• tell the crossing keeper if there is one.
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signaller
driver
Preparation and movement of multiple-unit passenger trains
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3.5 Conveying piped-only vehicles and vehicles with isolated brakes
Explanation of change
Section 3.5 second bullet point is amended to allow multiple-unit
sets of four or more coaches with brakes isolated to be hauled
as part of a freight train.
Module TW3 section 3.5 has been amended to read as follows:
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Explanation of change
A further ammendment is required to module TW3 section 3.5
as a result of GO/RT3056 Working Manual For Rail Staff:
Freight Train Operations (White Pages) being amended. The
automatic brake is now only required to be operative on the last
vehicle, instead of the last three of any freight train subject to
the requirements shown in Section B of GO/RT3056.
Module TW3 section 3.5 has been amended to read as follows:
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trainpreparer,
driver
3.5 Conveying piped-only vehicles and vehicles with isolated brakes
Class 4, 6, 7 or 8 trains and class 3 freight trains
You can allow wagons with the automatic brake operative and
vehicles that are piped-only, or wagons on which the automatic
brake is defective but a through-pipe is operating, to be mixed as
necessary to suit marshalling requirements.
You must make sure that:
• the train has the necessary brake force as shown in GO/RT3056
Working Manual For Rail Staff: Freight Train Operations
• not more than three piped wagons are formed together as a
group anywhere in the train, unless they are part of one or more
multiple-unit sets. When it is necessary to move multiple-unit
sets in this way your train operating company will issue special
instructions
• the last vehicle of the train is one on which the automatic brake
is operating, except as shown in GO/RT3056 Working Manual
For Rail Staff: Freight Train Operations.
Preparation and movement of locomotive-hauled trains(including HSTs, push-pull, postal, parcels)
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3.9 Modified brake testing arrangements
Explanation of change
Section 3.9 has been amended to correspond to the change to
the Working Manual For Rail Staff: Freight Train Operations
GO/RT3056/E Clause E5.2 (a). Enhanced air brake continuity
tests to merry-go-round (MGR) trains, which are formed of HAA
vehicles or derivatives, and are now extended to apply to all
freight wagons.
Module TW3 section 3.9 has been amended to read as follows:
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3.9 Modified brake testing arrangements
Class 4, 6, 7 or 8 trains and class 3 freight trains
At certain locations, as shown in train operating company
instructions, modified brake testing arrangements will apply.
These modified arrangements are:
• an enhanced air brake continuity test – on the first occasion a
locomotive is attached to a train
• a simple test – when a locomotive has been detached for a run
round movement and the train is not altered in any other way.
trainpreparer,
guard
Preparation and movement of locomotive-hauled trains(including HSTs, push-pull, postal, parcels)
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3.16 Carrying out a running brake test
Explanation of change
This rule is new to module TW3 but was previously shown in
module TW1. The rule has been made specific to the type of
train and is published here for locomotive hauled trains.
The instruction specific to OTM is to be found in module OTM
and for multiple units it is in module TW2.
Section 3.16 should read as follows:
Explanation of change
Further amendments in AM13 have taken place to mandate that
a running brake test must now always take place and not just if
possible.
Section 3.16 should read as follows:
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3.16 Carrying out a running brake test
You must test that the automatic brake is working properly. You
must do this by carrying out a running brake test at the first
opportunity after beginning the journey.
You must also carry out a running brake test in good time before
approaching:
• the first stopping place
• a crossing place on a single line where the train has to stop
• a steep-falling gradient
• a terminus or dead-end platform line.
When you carry out a running brake test, you must do so from a
speed that is high enough for you to be sure that:
• the brake is operating effectively, and
• the speed of the train is being reduced.
driver
Preparation and movement of locomotive-hauled trains(including HSTs, push-pull, postal, parcels)
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4.5 Brake no longer operating on the lastvehicle or the last three vehicles
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122 03/13
Explanation of change
An ammendment is required to module TW3 section 4.5 as a
result of GO/RT3056 Working Manual For Rail Staff: Freight
Train Operations (White Pages) being amended. The automatic
brake is now only required to be operative on the last vehicle,
instead of the last three of any freight train subject to the
requirements shown in Section B of GO/RT3056.
Module TW3 section 4.5 has been amended to read as follows:
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driver,guard
4.5 Brake no longer operating on the last
vehicle
If the automatic brake is no longer operating on the last vehicle of
any train, you must arrange for the train to be assisted in rear
unless:
• the line ahead is level or falling
• the last vehicle is a brake van in which the guard is riding.
You may only proceed to a location where:
• a brake van can be provided
• the train or vehicle can be taken out of service
• the train can be examined by a rolling stock technician or the
defect can be repaired
• the train can be remarshalled.
You must if possible transfer any passengers to another vehicle.
Preparation and movement of locomotive-hauled trains(including HSTs, push-pull, postal, parcels)
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10.2 Passenger train overrunning a platform
Explanation of change
The instructions concerning a train that has stopped short of, or
has overrun, a platform have been combined under a new
heading. New instructions have been included to check whether
anyone has fallen from the train, and to tell the signaller if
someone has or it is not certain whether anyone has fallen from
the train. All doors must be closed and no longer released
before any movement is made into the platform.
Section 10.1 c) is deleted and section 10.2 is amended to read
as follows:
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guard
10.2 Stopping short of, or overrunning a platform
a) If the train stops short or overruns the platform
If you become aware that you have stopped your train incorrectly
at a station so that the whole of the train will not be in the platform,
you must tell the guard immediately.
You must immediately tell passengers not to get out of the train
until it has been moved to the correct stopping position.
You must check before moving the train that no one has fallen
from the train. If someone has fallen from the train or you are not
sure, you must tell the driver.
You must tell the signaller if:
• someone has fallen from the train, or
• you cannot be certain whether anyone has fallen from the train.
You must make arrangements with the driver and where necessary
the person in charge of the platform for the train to be moved so
that those passengers who want to get off, can do so safely.
If the train is required to draw forward or return in the wrong
direction this must be done only when all doors are closed and are
no longer released.
Before you make the movement you must make sure you can do
so safely. You must make sure that anyone who has got off the
train will not be put in danger.
driver
driver
guard
Preparation and movement of locomotive-hauled trains(including HSTs, push-pull, postal, parcels)
Module TW3
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Explanation of change
See previous page for explanation of change.
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b) Returning to the platform after an overrun
If a train overruns a platform, it can return to the platform if all the
following apply:
• the overrun is no more than 400 metres (¼ mile) beyond the
platform
• the driver gets your permission
• a competent person is available to control the movement
• the movement does not need to pass over an automatic level
crossing.
If your train has overrun a platform, you can only return to the
platform if all the following apply:
• the overrun is no more than 400 metres (¼ mile) beyond the
platform
• you have received permission from the signaller
• a competent person is available to control the movement
• the movement does not need to pass over an automatic level
crossing.
You must tell the guard when permission has been given for the
train to return to the platform.
If the movement needs to pass over a level crossing which is not
automatic, you must:
• make sure that the crossing is clear
• tell the crossing keeper if there is one.
signaller
driver
Preparation and movement of locomotive-hauled trains(including HSTs, push-pull, postal, parcels)
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1.2 Reporting defective on-train equipment
Explanation of change
As a result of changes to module TW5 section 32, (see
amendment AM8/16) there are consequential changes to section
1.2 a) and 1.2 b).
Section 1.2 is amended to read as follows:
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1.2 Reporting defective on-train equipment
a) Stopping train immediately
You must stop your train as soon as you become aware of a defect
on the following equipment and tell the signaller:
• automatic warning system (AWS)
• axle box
• body-side window broken on a passenger carrying vehicle, if
speed has to be reduced as shown in section 6 of this module
• brakes - dragging
• driving cab window - broken or obscured
• driver’s safety device (DSD)
• driver’s vigilance equipment
• emergency bypass switch (EBS)
• fire detection system
• fixed radio equipment
• headlights or tail lights
• hydraulic buffers
• lifeguards
• sanding equipment - if you believe you may have difficulty
stopping the train if it continues in service
• speedometer
• tilt authorisation and speed supervision system (TASS) - if on
lines where TASS is fitted
• track circuit actuators (TCA) if the train cannot continue normally
• traction interlock switch (TIS)
driver
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1.2 Reporting defective on-train equipment
Explanation of change
See previous page for explanation of change.
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driver• train protection and warning system (TPWS)
• warning horn - complete failure
• wheel slide protection (WSP) device - if you believe you may
have difficulty stopping the train if it was to continue in service.
b) Stopping train at the first convenient opportunity
You must stop your train at the first convenient opportunity when
you become aware of a defect on the following equipment and tell
the train operator’s control:
• body-side window broken on a passenger carrying vehicle, if
speed does not have to be reduced as shown in section 6 of this
module
• cab heater and cooling equipment
• driver’s reminder appliance (DRA)
• lighting on passenger vehicles
• on-train data recorder
• passenger communication apparatus (PCA)
• public address system
• sanding equipment, if not dealt with under section 1.2a)
• selective door-opening equipment
• tilt authorisation and speed supervision system - if on lines
where TASS is not fitted
• track circuit actuators (TCA) if the train can continue normally
• warning horn - partial failure
• wheel slide protection (WSP) if not dealt with as shown in
section 1.2a) of this module.
The first convenient opportunity may include the next scheduled
station or other stopping point on the journey, or when detained at
a signal showing a stop aspect.
If reporting the defect will cause delay, you must tell the signaller
the reason for the delay.
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11.2 Isolating the driver’s vigilance equipment when in service
a) if AWS and TPWS is working correctly
Explanation of change
The reference to section 4.2 in the last line of section 11.2 a) is
incorrect, it should actually refer to section 4.5.
(The first part of 11.2 a) shown on page 35 has not been
amended.)
Section 11.2 a) is amended to read as follows:
Page 36
11.2 Isolating the driver’s vigilance equipment when in service
b) if AWS or TPWS is isolated
Explanation of change
The reference to section 4.5 in the last line of section 11.2 b) is
incorrect, it should actually refer to section 4.2.
Section 11.2 b) is amended to read as follows:
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Page 36
Module TW5
driverNo competent person
provided
Competent person is
provided
Proceed at a speed not
exceeding 60 mph, subject to
any lower permissible speed
that may apply, to the location
where a competent person is
available or to the location
where the train can be dealt
with as shown in Part A section
2.10 of this module.
Proceed at the permitted speed
to the location where the train
can be dealt with as shown in
Part A section 2.10 of this
module.
If a competent person is to accompany the train, that person will
carry out the arrangements in Part B section 4.5 of this module.
b) If AWS or TPWS is isolated
You must only isolate the driver’s vigilance equipment if the
equipment cannot be reset.
If you need to isolate the driver’s vigilance equipment on a train
which is in service, and AWS or TPWS is isolated, you must:
• tell the signaller immediately
• not move the train until a competent person is provided.
When the competent person has been provided, you must
proceed at a speed not exceeding 40 mph, subject to any lower
permissible speed, to the location where the train can be dealt
with as shown in Part A section 2.10 of this module.
The competent person will carry out the arrangements in Part B
section 4.2 of this module.
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Fixed radio equipment on trains
Explanation of change
This amendment was previously published in module GSM-R.
However, that module is now withdrawn. GSM-R has become
more widespread and the relevant rules may now be applied
nationally.
Section 16 is amended to read as follows:
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16
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16
driver,train
preparer,rollingstock
technician
Fixed radio equipment on trains
The people responsible: driver, train preparer, rolling stock
technician, signaller
16.1 Entering service
You must not allow a train or traction unit to enter service if the
fixed radio equipment is defective in any cab which is required to
be used, except as shown below in sections 16.2, 16.3 and 16.4.
16.2 GSM-R radio
A train or traction unit must not enter service with a defective
GSM-R radio in a cab required for use, unless you know that
either:
• the train or traction unit is fitted with CSR radio equipment which
is available in any driving cab required to be used, and only runs
over routes fitted with CSR, or
• the train or traction unit is fitted with NRN radio equipment which
is available in any driving cab required to be used, and the train
will not operate in driver only (DO) passenger service.
16.3 CSR radio
A train or traction unit must not enter service with a defective cab
secure radio in a cab required for use, unless you know that either:
• the train or traction unit is fitted with GSM-R radio equipment
which is available in any driving cab required to be used, and
only runs over routes fitted with GSM-R, or
• the train or traction unit is fitted with NRN radio equipment which
is available in any driving cab required to be used, and the train
will not operate in driver only (DO) passenger service.
driver,signaller
driver,signaller
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Fixed radio equipment on trains
Explanation of change
See previous page for explanation of change.
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16.4 NRN radio
A train or traction unit must not enter service with a defective NRN
radio in a cab required for use, unless you know that either:
• the train or traction unit is fitted with GSM-R radio equipment
which is available in any driving cab required to be used, and
only runs over routes fitted with GSM-R, or
• the train or traction unit is fitted with CSR radio equipment which
is available in any driving cab required to be used, and only runs
over routes fitted with CSR.
16.5 When in service
If the fixed radio equipment becomes defective on a train which is
in service, you must:
• tell the signaller immediately
• not move the train until instructed to do so
• carry out the instructions given which will be to deal with the
train as shown in Part A section 2.10 of this module.
The train can stay in service providing one of the following apply:
• the train or traction unit is fitted with GSM-R radio equipment
which is available in any driving cab required to be used and
only runs over routes fitted with GSM-R
• the train or traction unit is fitted with CSR radio equipment which
is available in any driving cab required to be used and only runs
over routes fitted with CSR
• the train or traction unit is fitted with NRN radio equipment which
is available in any driving cab required to be used and the train
will not operate in driver only (DO) passenger service.
If you are provided with transportable radio equipment, the train
can stay in service according to the instructions you are given.
driver
driver,signaller
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17.3 When in service
Module TW5 Preparation and movement of trains
Defective or isolated vehicles and on-train equipment
Issue 3 dated April 2008 (AM15/14)
Explanation of change
As part of the New Approach to the Rule Book, module TS1
General signalling regulations has been completely reviewed
and re-issued. This has meant consequential changes to other
modules.
The instructions to the signaller about a train headlight being out
are now shown completely in Rule Book module TW5 section
17.3 and the rules formerly contained in Rule Book module TS1
have been reviewed and transferred.
Rule Book module TW5 section 17.3 is amended to read as
follows:
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17.3 When in service
If you become aware that a train is proceeding without a headlight
illuminated on the front, you must arrange for the driver to be told
in the quickest way possible.
If the train has to be stopped specially to tell the driver, but you
cannot do this without stopping it suddenly, you must tell the next
signaller.
You must deal with any headlight or tail lamp failure as shown in
the table on pages 48 and 49 of this module.
Module TW5 Preparation and movement of trains
Defective or isolated vehicles and on-train equipment
Issue 3 dated April 2008 (AM15/14)
signaller
driver
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Explanation of change
The instructions regarding a defective TCA no longer apply to an
OTM that is being hauled dead by a locomotive or is formed as
the last vehicle on a train.
The conditions under which a train can enter service from
somewhere other than a maintenance depot with a defective or
isolated TCA, or continue in service normally when one
becomes defective, have been changed. A train can now enter
or continue in service with one or more TCAs isolated or
defective, providing at least one TCA is working on a train of one
or two vehicles, or at least one on either of the first two vehicles
and at least one on either of the last two vehicles of a train of
three or more vehicles. A train that cannot meet these conditions
may still enter or continue in service provided that at least one
TCA is working on the train (in any position and whatever the
train formation) and the train operator’s control has given
authority to do so.
A clause has been transferred from Rule Book module OTM
which allows an OTM to enter service from other than a
maintenance depot as long as it is to travel to a maintenance
depot for repair. A new condition has been added that allows the
OTM to enter service from other than a maintenance depot in
order to travel to, or return from an engineering possession.
Section 32 is amended to include a note as follows:
Sections 32.2 and 32.3 are amended to read as follows:
Sections 32.4 and 32.5 have been deleted:
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Track circuit actuators (TCA)
The people responsible: driver, train preparer, rolling stock
technician, signaller
Note: The instructions in this section 32 do not apply to an
on-track machine when being hauled dead.
32.1 Entering service from a maintenancedepot
You must not allow a train to enter service from a maintenance
depot if the TCA:
• is isolated on any vehicle
• isolating switch is unsealed
• warning light indicates a system fault.
32.2 Entering service from somewhere other than a maintenance depot
You can allow a train to enter service from somewhere other than
a maintenance depot with one or more defective or isolated TCAs,
providing.
• For a train formed of one or two vehicles, there is at least one
TCA working on the train.
• For a train formed of three or more vehicles, there is at least one
TCA working on either of the first two vehicles and at least one
TCA working on either of the last two vehicles.
You must first tell the train operator’s control.
You may also allow a train that does not meet the requirements
specified in this clause to enter service provided:
• there is at least one working TCA on the train
• you have received authority to do so from the train operator’s
control.
driver, train
preparer,rollingstock
technician
driver, train
preparer,rollingstock
technician
32
Preparation and movement of trainsDefective or isolated vehicles and on-train equipment
Module TW5
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Explanation of change
See previous page for explanation of change.
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However, you can allow an OTM to enter service with a defective
TCA from somewhere other than a maintenance depot, but only to:
• return to a maintenance depot for repair or
• travel to or return from, an engineering possession.
You must tell the signaller that the OTM cannot be relied
upon to operate track circuits.
32.3 When in service
a) When the train can continue normally
You can allow the train to proceed normally if one or more TCAs
become defective when the train is in service, providing.
• For a train formed of one or two vehicles, there is at least one
TCA working on the train.
• For a train formed of three or more vehicles, there is at least one
TCA working on either of the first two vehicles and at least one
TCA working on either of the last two vehicles.
You must:
• tell the train operator’s control at the first convenient opportunity
• carry out the instructions given.
b) When the train can continue normally with
authority
A train which does not meet the requirements of clause 32.3 a)
may still continue in service provided:
• there is at least one working TCA on the train
• you have received authority to do so from the train operator’s
control.
You must:
• tell the signaller immediately which vehicle is defective
• not move the train until instructed to do so
• carry out the instructions given.
driver
driver
driver,signaller
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Page 79
Explanation of change
See previous page for explanation of change.
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Page 79
signaller
c) When the train cannot continue normally
You must carry out these instructions if a TCA becomes defective
on any vehicle which does not meet the requirements of section
32.3 a) and cannot be given authority to continue in service as
shown in section 32.3 b).
You must:
• not move the train until instructed to do so
• carry out the instructions given which may be to deal with the
train as shown in Part A section 2.10 of this module.
When you are told that the train with the defective TCA cannot
proceed normally, you must make sure the signal protecting the
train is at danger.
You must:
• deal with the train as if it was an engineer’s self-propelled
on-track machine that cannot be relied upon to operate track
circuits
• signal the train as shown in regulation 12 of module TS1
General signalling regulations
• tell any other signaller concerned.
You must also instruct the driver to proceed at normal speed but
approach at caution and not pass over until after having made
sure it is safe to do so, any:
• automatic level crossing
• barrow or foot crossing with white light indications.
When given authority to proceed, you can do so at normal speed.
You must approach at caution and, unless it is safe to do so, not
pass over any:
• automatic level crossing
• barrow or foot crossing with white light indications.
Before passing over the crossing, you must sound the horn
continuously until the front of your train is on the crossing.
driver
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Page 99
Explanation of change
This instruction previously appeared in module SS2 Shunting
section 6.2. Module SS2 has been completely reviewed as part
of the New Approach to the Rule Book process and it has been
decided to transfer this section to module TW5, except for the
final paragraph which has been transferred to module TW1
section 13.6. There is no change to the content of the
instruction.
Add new section 39 on page 99 to read as follows:
Renumber existing pages 99 - 104 to read pages 100 - 105.
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When the driving controls are
defective
If the driving controls are defective in the leading cab, you may
drive from another cab, which must be a forward-facing cab if one
is available.
A competent person must:
• ride in the leading cab
• keep a good lookout
• use the warning horn as necessary
• observe all signals.
The competent person must signal to you as necessary by:
• using the bell or buzzer code
• cab to cab telephone
• driver-guard communication equipment
• radio
• handsignal.
The competent person must be prepared to stop the movement by
using the automatic brake in an emergency.
If the emergency bypass switch (EBS) has been operated on a
multiple-unit train, you must carry out the instructions shown in this
module.
Preparation and movement of trainsDefective or isolated vehicles and on-train equipment
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39
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Module TW6 Working single lines with or withouta train staff or token
Issue 2 dated April 2008 (AM13/30)
Front cover
Explanation of change
The front cover of issue 2 of module TW6, issued in April 2008,
incorrectly shows that the module comes into force on 07
December 2008. The correct in force date should be the 07
June 2008.
As a result the front cover should now read as follows:
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1.1 Entering or fouling the single line
Module TW6 Working single lines with or withouta train staff or token
150
Issue 2 dated April 2008 (AM15/16)
Page 3
Explanation of change
As part of the New Approach to the Rule Book, the signalling
regulations modules TS4, TS5, TS7 and TS8 have been
completely reviewed and re-issued. This has meant
consequential changes to other modules.
This section has been amended to align with the signalling
regulations so that, where a train is worked with more than one
locomotive at the leading end, the signaller or other authorised
person will issue the train staff to the driver of the leading
locomotive. That driver will then be responsible for showing it to
the driver of any other locomotive at the leading end of the train.
Rule Book module TW6 section 1.1 has been amended to read
as follows:
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1.1 Entering or fouling the single line
Only one train at a time is allowed in the single line section.
You must always stop your train when you need to obtain, deliver
or exchange a train staff.
Before you take a train onto the single line, you must make sure
you receive the correct train staff for the section you are about to
enter from the signaller or person authorised in the Sectional
Appendix.
If you are the driver at the leading end of the train, you must show
the train staff to the driver of any other locomotive at the leading
end of the train before you enter the single-line section.
You do not need to have the train staff if:
• the line is under possession
• working by pilotman is in operation
• modified working arrangements are in operation
• your train is to enter the section as an assisting train.
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Page 3
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Pages 5 and 6
2.2 If a portion of the train is left on the single line
Module TW6
Issue 2 dated April 2008 (AM14/30)
Explanation of change
As part of the New Approach to the Rule Book module M1 has
been completely reviewed and re-issued. This section has been
amended to align module TW6 with changes published in issue
2 of module M1.
Where a train has been divided on a single line (accidentally or
purposely) and it is necessary to leave a portion behind, the
train must now not leave the single-line section until the signaller
has been told. It is no longer necessary to place three
detonators on the line behind the first portion immediately before
leaving the single line because the signaller will take the
necessary action to protect the section. References to how the
rear portion is protected have been removed as it will be dealt
with under the relevant sections of modules M1 or M2. Diagram
TW6.1 on page 6 is no longer relevant and is deleted.
Module TW6 section 2.2 is amended to read as follows:
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2.2 If a portion of the train is left on the single line
If any part of the train is left on the single-line section, you must tell
the signaller. You must not leave the single-line section until you
have told the signaller.
Page 6
Delete diagram TW6.1
Module TW6
Issue 2 dated April 2008 (AM14/30)
driver
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3.1 Entering or fouling the single line
Module TW6
Issue 2 dated April 2008 (AM15/17)
Page 7
154
Explanation of change
As part of the New Approach to the Rule Book, the signalling
regulations modules TS4, TS5, TS7 and TS8 have been
completely reviewed and re-issued. This has meant
consequential changes to other modules.
This section has been amended to align with the signalling
regulations so that, where a train is worked with more than one
locomotive at the leading end, the signaller or other authorised
person will issue the token to the driver of the leading
locomotive. That driver will then be responsible for showing it to
the driver of any other locomotive at the leading end of the train.
Rule Book module TW6 section 3.1 has been amended to read
as follows:
Working single lines with or withouta train staff or token
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3.1 Entering or fouling the single line
Only one train at a time is allowed in the single line section.
You must always stop your train when you need to obtain, deliver
or exchange a token.
Before you take a train onto the single line, you must make sure
you receive the correct token for the section of line you are to
enter from the signaller or person authorised in the Sectional
Appendix.
If you are the driver at the leading end of the train, you must show
the token to the driver of any other locomotive at the leading end
of the train before you enter the single-line section.
You do not need to have the token if:
• the line is under possession
• working by pilotman is in operation
• modified working arrangements are in operation
• your train is to enter the section as an assisting train
• you are authorised to pass the section signal at danger for
shunting purposes.
Module TW6
Issue 2 dated April 2008 (AM15/17)
Page 7
155
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Page 8
3.2 Handling the token
Issue 2 dated April 2008 (AM14/31)
Module TW6
Explanation of change
As part of the New Approach to the Rule Book module P2 has
been completely reviewed and re-issued. This has meant
consequential changes to other modules.
This section has been amended to include instructions
previously shown in module P2. They have been removed from
P2 and added to TW6 because they are about handling the train
staff, not about working by pilotman.
The prohibition on working any points worked by the token has
been removed as it is considered an unnecessary restriction.
An additional paragraph is added to module TW6 section 3.2 at
the very end of the section, on page 8.
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If you have been told by the signaller, that because of a failure of
token instruments, trains will be run as shown in section 1 of this
module, you must:
• handle the token as if it is a train staff
• not place the token in any token instrument.
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Module TW6
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Issue 2 dated April 2008 (AM15/18)
Page 9
Explanation of change
As part of the New Approach to the Rule Book, the signalling
regulations modules TS4, TS5, TS7 and TS8 have been
completely reviewed and re-issued. This has meant
consequential changes to other modules.
This section has been amended to align with the signalling
regulations so that, where a train is worked with more than one
locomotive at the leading end, the signaller or other authorised
person will issue the token to the driver of the leading
locomotive, or the leading driver will obtain the token. That driver
will then be responsible for showing it to the driver of any other
locomotive at the leading end of the train.
Rule Book module TW6 section 4.1 has been amended to read
as follows:
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Page 9
driver
15903/13
4.1 Entering or fouling the single line
Only one train at a time is allowed in the single line section.
You must always stop your train when you need to obtain, deliver
or exchange a token.
Before you take a train onto the single line, you must make sure
you receive the correct token for the section of line you are to
enter from the signaller or person authorised in the Sectional
Appendix.
If you are the driver at the leading end of the train you must show
the token to the driver of any other locomotive at the leading end
of the train before you enter the single-line section.
You do not need to have the token if:
• the line is under possession
• working by pilotman is in operation
• modified working arrangements are in operation
• your train is to enter the section as an assisting train.
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Page 11
4.2 Handling the token
Issue 2 dated April 2008 (AM14/32)
Module TW6
Explanation of change
As part of the New Approach to the Rule Book module P2 has
been completely reviewed and re-issued. This has meant
consequential changes to other modules.
This section has been amended to include instructions
previously shown in module P2. They have been removed from
P2 and added to TW6 because they are about handling the train
staff, not about working by pilotman.
The prohibition on working any points worked by the token has
been removed as it is considered an unnecessary restriction.
An additional paragraph is added to module TW6 section 4.2 at
the very end of the section, on page 11.
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If you have been told by the signaller that trains will be run as
shown in section 1 of this module because of:
• a failure of the token instrument, or
• your train is to run to and from the point of obstruction
you must:
• handle the token as if it is a train staff
• not place the token in any token instrument.
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