am · 2013. 10. 3. · ge/rt8000 series. you will need this module if you are issued with any rule...

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

Uncontrolled When Printed Document comes into force 01/06/2013

Supersedes GERT8000-AM Iss 15 on 01/06/2013

© 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:

[email protected]



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

03/13



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





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



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







TW7 Issue 3 dated March 2012

TW8 Issue 5 dated September 2011



Module DC DC electrified lines

Issue 2 dated September 2011 (AM16/01)

Page 15

4 03/13

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:



Module DC DC electrified lines


Page 15

503/13

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



Module G1 General safety responsibilities and personal track safety for non-track workers

Issue 4 dated April 2010 (AM16/02)

Page 1


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:

6 03/13





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.

703/13



8


Issue 4 dated April 2010 (AM13/01) and (AM13/02)

Page 6


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


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

03/13



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


Issue 4 dated April 2010 (AM13/01) and (AM13/02)

Page 6

03/13



Module OTM Working of on-track machines(OTM)

Issue 4 dated March 2011 (AM15/01)

Entering service

Page 4


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:

10

2

03/13



driver


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

03/13



Module PoSA Proceed-on-Sight Authority (PoSA)


Working of signals provided with PoSA routes

Page 16


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

03/13



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.


Page 16

signaller

Proceed-on-Sight Authority (PoSA)

Module PoSA

13

7

03/13



Module S1 Signals and indicators controlling train movements

Issue 1 dated June 2003 (AM15/03)

Page 4


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

14 03/13





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.

1503/13





Page 34


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

16 03/13





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.

1703/13





Page 37


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

18 03/13





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

1903/13



Module S2 Observing and obeying fixed signals


Page 5


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.


2.1 Train stopped or nearly stopped at a signal at danger

20 03/13





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

2103/13





Page 8


The word ‘made’ was unintentionally missed from the first bullet

point when this rule was being drafted.


3.3 Route indication not shown

22 03/13





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

2303/13





Page 11


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

24 03/13





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

2503/13



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)


As part of the New Approach to the Rule Book, module TS1 has



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

26 03/13



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.




driver

driver

2703/13



Pages 9 to 11


system (TPWS)




2


See previous page for explanation of change.

28 03/13



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.




signaller

2903/13



Pages 9 to 11


system (TPWS)




2



30 03/13



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.




driver

driver

3103/13



Module S4 Trains or shunting movements detained,

or vehicles left, on running lines


Page 15


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.


4.3 Yellow or white diamond with the

letter X, or yellow roundel on the

telephone cabinet

32 03/13



Module S4

Page 15

driver

Trains or shunting movements detained,

or vehicles left, on running lines


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.

3303/13



Module S5 Passing a signal at danger


Page 6

Part A Passing a signal at danger on the

signaller’s authority

1.1 Signaller’s authority


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:

34 03/13



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.


Page 6

signaller


3503/13





Page 17

Part A

4.1 Driver’s actions

d) Train speed


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:

36 03/13





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

3703/13





Page 23


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

38 03/13




Page 23


Passing an intermediate block

home signal at danger


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

3903/13





Page 24

Part B

Sections 1, 2 and 3



40 03/13




Page 24


You must base your speed on:


• the distance ahead that you can see is clear, allowing for:




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

4103/13





Page 25

Part B

Sections 1, 2 and 3



42 03/13




Page 25


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

4303/13





Page 26

Part B

Sections 1, 2 and 3



44 03/13




Page 26


Passing at danger a signal

controlled from a signal box that

is closed


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.


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

4503/13





Page 27

Part B

Sections 1, 2 and 3



46 03/13




Page 27


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 distance ahead that you can see is clear, allowing for:





see to be clear.

driver

4703/13





Page 28

Part B

Sections 1, 2 and 3



48 03/13




Page 28


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.

4903/13



Signaller’s actions


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:



2

50 03/13



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



5103/13



Module SP Speeds

Issue 3 dated April 2008 (AM8/06), (AM9/10) & (AM13/09)

Page 8


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

52 03/13



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.

5303/13



Module SP Speeds


Page 12


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

54 03/13



Module SP Speeds


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

5503/13



Module SP Speeds


Page 35


The diagram has been changed to show the revised form of

repeating warning board which also shows the speed indicator.

Diagram SP.10

56 03/13



Module SP Speeds


Page 35

2020

Temporary speed restriction beyond a station or siding connection

Diagram SP.10

5703/13



Module T1A Work on signalling equipment


Page 7

1.2 When the instructions in this module

apply



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:

58 03/13



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).


Page 7

signaller,signalling

technician


5903/13





Page 9

1.4 When Form RT3187 ‘Signal

Engineering Work’ must be used



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.


60 03/13



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.


Page 9

signaller,signalling

technician


6103/13



Pages 53 to 57

Modified Working arrangements

on single lines

Module T1B Movement of trains during failure of, or

when working on, signalling equipment



As part of the New Approach to the rule book Module P2 has



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

62 03/13



Pages 53 to 57

Not used

Module T1B Movement of trains during failure of, or

when working on, signalling equipment


21

6303/13



Module T3 Possession of a running linefor engineering work


Page 6

2.2 Taking possession around one or more

engineering trains


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.


64 03/13



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


65


03/13





Page 9

2.4 Arranging detonator protection at the

standard distance

Standard detonator protection

Diagram T3.1


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:

66 03/13




67


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

03/13





Page 11

2.6 When detonator protection is in place


There is no longer any requirement for the signaller to issue an

authority number to the PICOP when granting a possession.


68 03/13



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


69


03/13





Page 11

2.7 Using the token as protection

70


There is no longer any requirement for the signaller to issue an

authority number to the PICOP when granting a possession.


03/13



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


71


03/13





Page 28

9.1 Authority for movement of engineering

trains (See diagram T3.3)


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:

72 03/13



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


73


03/13





Page 30

9.5 Indicating each work site

Indication of work sites

Diagram T3.4

74


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:

03/13




75


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

03/13



Module T10 Duties of a designated person (DP) and people working on rail vehicles


Page 6

3.3 If vehicle protection is not in place


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:

76 03/13



Module T10 Duties of a designated person (DP) and people working on rail vehicles


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

7703/13



4.3 Working on a train on a running line

including at a station platform

Module T10



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.


Duties of a designated person (DP) and

people working on rail vehicles

78 03/13



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



DP

7903/13



7.1 Deciding which line to block

Module T10



A typographical error was identified in the third paragraph of

section 7.1.


Duties of a designated person (DP) and


80 03/13



Module T10 Duties of a designated person (DP) and



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

8103/13




Module TS9 Level crossings - signallers’ regulations

Page 10

2.8 Road traffic at level crossings within

the clearing point


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:

03/1382





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.

03/13 83





Page 11

3.1 Opening and closing the signal box


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.


84 03/13





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.

8503/13




Page 29

6.9 Appointing an attendant at RC or

CCTV crossings



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:

86 03/13




Page 29

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.


8703/13



Module TW1 Preparation and movement of trainsGeneral


Page 16

Table of classification


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:

88 03/13



Preparation and movement of trainsGeneral


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 at, or is timed to run at, 8

35 mph or less

Light locomotive or locomotives 0

Table of classification

8903/13





Page 18

3.3 Train radio equipment - general


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:

90 03/13





Module TW1

Page 18

driver

guard,driver

signaller,operationscontroller


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.

9103/13




Issue 8 dated October 2008 (AM12/08) and (AM15/13)

Page 18



This amendment was previously published in Rule Book module

GSM-R.



nationally.

The existing section 3.4 should be renumbered 3.5.



Add new section 3.4 to read as follows:

92 03/13



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.



Module TW1

Page 19

driver

9303/13




Page 19


operational)

94



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:

03/13




Module TW1

Page 19

driver

95


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


03/13



10.7 Single line working



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

96 03/13



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.


driver,guard

driver


General

driver

9703/13





Page 50

During the journey


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

98 03/13





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.

9903/13





Page 56

13.3 Authority for propelling



following the removal of module T11. The reference to module


module SS2 Shunting. The section mentioned was changed in

AM issue 12 number AM12/03.

Sections 13.3 c) should read as follows:

100 03/13



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.


Page 56

signaller,driver,

shunter


10103/13



Module TW1 Preparation and movement of trains General


Page 57

13.5 Controlling the movement



following the removal of module T11. The reference to module


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


As part of the New Approach to the Rule Book, module SS2 has



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:



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.


Page 57

driver,shunter

Module TW1 Preparation and movement of trains General

10303/13



Preparation and movement of trains General

Module TW1

Page 58

03/13104



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.





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


Page 58

03/13 105

driver





Page 65

16.1 How to carry out an examination of the line


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.


106 03/13





Module TW1

driver

Page 65


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.

10703/13





Page 74

Working trains during snowconditions


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.


18

108 03/13





Module TW1

driver

Page 74

Working trains during snowconditions


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

10903/13



Module TW2 Preparation and movement of multiple-unit passenger trains


Page 27



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.


110 03/13



Preparation and movement of multiple-unit passenger trains


Module TW2

driver


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.

Page 27

11103/13



Module TW2 Preparation and movement of multiple-unit passenger trains


Page 33 and 34

9.3 Train overrunning a platform


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:

112 03/13





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

11303/13



Module TW2


Page 34

9.3 Train overrunning a platform




114 03/13




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:


platform

• you have received permission from the signaller


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.

Page 34

signaller

driver


11503/13



Issue 2 dated November 2004 (AM11/04) and (AM16/07)

Page 15

3.5 Conveying piped-only vehicles and vehicles with isolated brakes


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:

Module TW3 Preparation and movement of locomotive-hauled trains(including HSTs, push-pull, postal, parcels)

116 03/13


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.





Page 15

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)

Module TW3

11703/13



Issue 2 dated November 2004 (AM2/21)

Page 18

3.9 Modified brake testing arrangements


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.



118 03/13




Page 18

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


Module TW3

11903/13




Page 19



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.



Further amendments in AM13 have taken place to mandate that

a running brake test must now always take place and not just if

possible.



120 03/13




Page 19


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


Module TW3

12103/13




Page 21

4.5 Brake no longer operating on the lastvehicle or the last three vehicles


122 03/13


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.





Page 21

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.


Module TW3

12303/13

guard




Page 47 and 48

10.2 Passenger train overrunning a platform


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:


124 03/13




Page 47

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


Module TW3

12503/13




Page 48




126 03/13




Page 48

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:


platform

• the driver gets your permission

• a competent person is available to control the movement


crossing.

If your train has overrun a platform, you can only return to the

platform if all the following apply:


platform

• you have received permission from the signaller

• a competent person is available to control the movement


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


Module TW3

12703/13




Page 12 and page 13

1.2 Reporting defective on-train equipment


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).


Module TW5 Preparation and movement of trainsDefective or isolated vehicles and on-train equipment

128 03/13




Page 12


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

Preparation and movement of trainsDefective or isolated vehicles and on-train equipment

Module TW5

12903/13




Page 13





130 03/13




Page 13

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.


Module TW5

13103/13





Page 36

11.2 Isolating the driver’s vigilance equipment when in service

a) if AWS and TPWS is working correctly


The reference to section 4.2 in the last line of section 11.2 a) is


(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


The reference to section 4.5 in the last line of section 11.2 b) is


Section 11.2 b) is amended to read as follows:

132 03/13





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.

13303/13




Page 45

Fixed radio equipment on trains


This amendment was previously published in module GSM-R.



nationally.

Section 16 is amended to read as follows:


16

134 03/13




Page 45

16

driver,train

preparer,rollingstock

technician


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


is available in any driving cab required to be used, and the train


driver,signaller

driver,signaller


Module TW5

13503/13




Page 45





16

136 03/13




Page 45

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:


which is available in any driving cab required to be used, and

only runs over routes fitted with GSM-R, or


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:


which is available in any driving cab required to be used and

only runs over routes fitted with GSM-R


is available in any driving cab required to be used and only runs

over routes fitted with CSR


is available in any driving cab required to be used and the train


If you are provided with transportable radio equipment, the train

can stay in service according to the instructions you are given.

driver

driver,signaller


Module TW5

13703/13





Defective or isolated vehicles and on-train equipment



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:

138 03/13




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.


Defective or isolated vehicles and on-train equipment


signaller

driver

13903/13



Issue 3 dated April 2008 (AM7/10),(AM8/16),(AM13/29) and (AM15/15)


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:

Page 77, 78 and 79


140 03/13



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


technician

driver, train


technician

32


Module TW5

141


03/13



, 78 and 79





142 03/13



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.


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


• carry out the instructions given.

driver

driver

driver,signaller



Module TW5

143

driver

03/13





Issue 3 dated April 2008 (AM7/10),(AM8/16) and (AM13/29)


144 03/13



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:


• 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

Issue 3 dated April 2008 (AM7/10),(AM8/16) and (AM13/29)

driver


Module TW5

145

signaller

03/13




Module TW5


Page 99


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.

03/13146



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.


Module TW5


Page 99

39

03/13

driver

147



Module TW6 Working single lines with or withouta train staff or token


Front cover


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:

148 03/13




Front cover


14903/13



1.1 Entering or fouling the single line


150


Page 3


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


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:

03/13




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.


151


Page 3

driver

03/13



Pages 5 and 6

2.2 If a portion of the train is left on the single line

Module TW6



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:

152

Working single lines with or withouta train staff or token

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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


driver

153


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Module TW6


Page 7

154









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.


as follows:


03/13






or exchange a token.


you receive the correct token for the section of line you are to


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:




• 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


Page 7

155

driver


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3.2 Handling the token


Module TW6


As part of the New Approach to the Rule Book module P2 has




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.

156


03/13



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.


Module TW6

157


03/13




Page 9









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.


as follows:

158 03/13






Page 9

driver

15903/13




or exchange a token.


you receive the correct token for the section of line you are to


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:




• your train is to enter the section as an assisting train.




4.2 Handling the token


Module TW6


As part of the New Approach to the Rule Book module P2 has




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.

160


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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.


Module TW6

161


03/13



162 03/13



am · 2013. 10. 3. · ge/rt8000 series. you will need this module if you are issued with any rule...

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