Section E MOVEMENT OF FREIGHT TRAINS. Contents. Latest Issue

Transcription

1 Section E MOVEMENT OF FREIGHT TRAINS Contents Page Latest Issue Contents E1 E1 Authorised Vehicles E2 E2 Loads for which Special E3 Conditions have to be Applied E3 Vehicles Equipped with E6 Changeover Levers E4 Special Brake Testing E8 Instruction using the Enhanced Air Brake Pipe Continuity Test for Driver-only Run-rounds E5 Handbrake Operation E10 E6 Self-propelled On-track E13 Machines and Power-driven Rail Cranes Table Maximum Loads Permitted E14 E1 with Specific Brake Forces Working Manual for Rail Staff Freight Train Operations Page E1

2 E MOVEMENT OF FREIGHT TRAINS E1 Authorised Vehicles 1.1 Moving Unregistered Vehicles Before moving unregistered vehicles, special authorisation must be obtained from Network Rail. A form RT3973EXL identifying conditions of travel must be issued for each journey. Where a movement has been authorised the TOPS 18 comment line facility must be used by the train operating company to include the vehicles on the train document and also the name and position of the person in Network Rail who has authorised the movement. The train document must be amended to show:- details of these vehicles revised figures for length, weight and brake force any changes to the RA or maximum speed. Note 18 comment line details only remain active in TOPS during the validity of that train document. Working Manual for Rail Staff Freight Train Operations Page E2

3 E2 Loads for which Special Conditions have to be Applied Note Certain types of load must be specially examined and labelled before the traffic is dispatched, as shown in section K. Conditions will be determined as set out in section K. 2.1 Special Movement Conditions If no special movement conditions are required, the wagons are labelled with load examined labels. If special movement conditions are required such as movement being permitted only over a specified route or speed restrictions at specified locations, these will be identified on form RT3973EXL Advice to train crews of exceptional loads. This form must be issued to traincrews before the train departs. 2.2 Diversion from the Planned Route Diversions from the route identified on form RT3973EXL must be authorised by Network Rail. A revised form RT3973EXL must be issued to the traincrew for the diversionary route. Working Manual for Rail Staff Freight Train Operations Page E3

4 2.3 Load Examined and Exceptional Load Labels Where the restriction relates to the vehicle load, the vehicle must be examined and labelled with either load examined or exceptional load labels. The person carrying out the examination must complete and sign the labels, which must be placed on both sides of the vehicle. A train conveying a number of vehicles carrying the same or similar commodity, such as military vehicles, need not have labels affixed to every vehicle provided that:- all vehicles start and finish their journey as a train load the first and last vehicle in the train are labelled on each side clearly showing the numbers of all the vehicles conveyed under the load examined or exceptional load arrangement which have been inspected and declared safe to travel when an unlabelled vehicle requires detaching en route owing to a defect, arrangements are made to place load examined or exceptional load labels on the vehicle before it is moved when either of the first or last vehicles in the train requires detaching en route owing to a defect, the load examined or exceptional load labels are removed and placed on the adjacent vehicle in the train. The load examined or exceptional load labels must be placed on the defective vehicle before it is moved. Working Manual for Rail Staff Freight Train Operations Page E4

5 The following are examples of Load Examined and Exceptional Load labels. Working Manual for Rail Staff Freight Train Operations Page E5

6 E3 Vehicles Equipped with Changeover Levers 3.1 Light/Load Changeover Levers Note Certain air-braked vehicles are fitted with manual equipment to vary the brake force in accordance with the total weight of the vehicle. A manual changeover lever with two settings loaded ( C, charge or bel on international vehicles) and empty ( V, vide or leer ) is fitted on each side of the vehicle. TOPS may indicate in the changeover lever column on a train document (CL loaded or CE empty) which position the lever should be in. Where the setting is not indicated by TOPS, the position of the lever must be assessed as follows. The lever plate will show a change-over weight below the lever. Weight figures will also be shown at the empty and loaded position. If the total weight of the vehicle exceeds the changeover weight, the lever must be placed in the loaded position. Otherwise the lever should remain in the empty position. It should be noted that although a vehicle may be loaded, it may not exceed the changeover weight and the lever must be in the empty position. Working Manual for Rail Staff Freight Train Operations Page E6

7 3.2 Goods/Passenger Changeover Levers Note Some vehicles are fitted with manual equipment to change the timing of the automatic brake distributor from goods ( G, I, M, march, marchandises or gut Z ) to passenger ( P, V, voyag, voyageurs or pers Z ) timings. Class 4 trains must use passenger brake distributor timings. All vehicles equipped with goods/passenger change over levers must have these levers in the passenger position. Vehicles that can only operate in goods brake distributor timings must not be marshalled in a class 4 train. Class 6, 7 and 8 trains should operate using the same brake distributor timings throughout the train, with all levers either in the passenger position or in the goods position. Where this is not possible, one of the two following arrangements may be applied. All vehicles with goods-timed brake distributors are marshalled ahead of those with passenger-timed brake distributors. This arrangement is limited to trains not exceeding 40 axles, excluding the locomotives. Not more than one in four vehicles with the brake distributor timing opposite to those on the rest of the train, subject to a maximum of ten vehicles with the brake distributor timing opposite to those on the rest of the train. No special marshalling requirements apply. Note A Cartic-4 (PJA or PJB) vehicle must be counted as one vehicle in these calculations. Working Manual for Rail Staff Freight Train Operations Page E7

8 E4 Special Brake Testing Instructions using the Enhanced Air Brake Continuity Test for Driver-only Run-rounds 4.1 Introduction These arrangements will apply at locations specified by train operators. 4.2 Attaching the Locomotive On the first occasion a locomotive is attached to a train an enhanced air brake continuity test must be carried out as follows. After the normal brake continuity test has been carried out, the person responsible for train preparation must advise the driver that an additional brake continuity test is required.this will test the application and release of the brakes on the first vehicle next to the locomotive. The driver must be instructed to make a full service brake application. When sure that the brakes have applied, the person responsible for train preparation must instruct the driver to raise the brake pipe pressure and must then observe that the brakes release. The driver must overcharge the brake pipe when continuity has been proved. The person responsible for train preparation must then complete and sign an enhanced air brake continuity test slip and hand it to the driver. The slip must be countersigned by the driver and handed to any relieving driver who must also countersign it. Working Manual for Rail Staff Freight Train Operations Page E8

9 4.3 Enhanced Brake Continuity Tests A further enhanced brake continuity test must be carried out when the formation of the train is altered in any way, except for a change of locomotive, or when the locomotive runs round the train at a location authorised in local instructions. The person responsible for train preparation must then complete and sign an enhanced air brake continuity test slip and hand it to the driver. 4.4 Applying Handbrakes for a Locomotive Run-round Movement Wagon handbrakes must be applied before the locomotive is detached to run-round the train if there are ten wagons or fewer in the train, or the run-round movement will take more than one hour to complete. 4.5 Exhausting the Train Brake The driver must completely exhaust the train brake before the locomotive is detached. In addition, the person responsible for train preparation must open the air brake cock on the first wagon next to the locomotive to ensure that the train brake has been exhausted. 4.6 Local Instructions Applying to Gradients At locations where local instructions apply due to gradients, handbrakes must be applied after the locomotive is attached to a loaded train, and before carrying out the simple air brake test. The number of handbrakes to be applied will be shown in the local instructions. 4.7 Poor Adhesion Conditions In conditions of exceptionally poor wheel/rail adhesion or where the run-round movement will not be completed in the permitted time, additional handbrakes may need to be applied to loaded or empty trains. Working Manual for Rail Staff Freight Train Operations Page E9

10 E5 Handbrake Operation Note Vehicles are fitted with lever or wheel-operated handbrakes which can be operated from the side of the vehicle. On some international vehicles a handbrake, which may be an additional handbrake, is located on a platform situated at one end of the vehicle with access steps up to the platform provided on both sides of the vehicle. 5.1 Bogie Vehicles On some bogie vehicles a handbrake is provided on each bogie and where application of the handbrake is required then both handbrakes must be applied. 5.2 Operating Handbrakes with the Automatic Brake Applied In normal circumstances, unless specially authorised, handbrakes must not be operated after the automatic brake has been applied. Note This could cause excessive strain on the brake gear when the automatic brake is released. When vehicles are fitted with lever handbrakes there is a risk of injury when a subsequent attempt is made to release the handbrake. 5.3 Vehicles Left Secured by Handbrakes When vehicles are to be left secured by handbrakes, the person responsible for stabling the vehicles must carry out any local instructions that are in force to ensure that the vehicles are immobilised and unable to run away. Working Manual for Rail Staff Freight Train Operations Page E10

11 5.4 Uncoupling a Locomotive The following procedure must be carried out before a locomotive is uncoupled. Unless local instructions state otherwise, the driver must apply the straight air brake on the locomotive and then release the automatic brake on the train. After checking that the automatic brake has been released the shunter or other nominated person must ensure that all buffers are not compressed. Handbrakes must then be applied in accordance with local instructions before the locomotive is uncoupled. 5.5 Prior to Moving a Vehicle All handbrakes must be fully released before a vehicle is moved. Staff must visually ensure that the brake has fully released, by checking:- indicators, where fitted that the brake rigging is slack the wheel or lever is fully released. 5.6 Releasing the Handbrake To release a handbrake that has been applied when the train was held by the automatic brake, one of the following procedures must be adopted. Applying the automatic brake and releasing the handbrake lever or wheel. Holding the handbrake lever down with a brake stick and then gradually releasing the brake ensuring that on each occasion it is necessary to reposition the brake stick, the brake lever is pinned down. Working Manual for Rail Staff Freight Train Operations Page E11

12 5.7 Light/Load Devices On vehicles fitted with light/load devices the handbrake operates through the automatic brake rigging and the lever will adopt a position depending on the vehicle load and the state of the automatic brake when the handbrake was applied, as follows. In the case of an empty vehicle or a vehicle loaded before the automatic brake had been created, the lever will not be more than half way down the guide. In the case of a vehicle loaded after the automatic brake had been created, the lever will not be more than four holes below the mid position. In the case of a vehicle loaded after the automatic brake has been applied, the lever will be at the bottom of the guide. 5.8 Release of Wheel-operated Handbrakes Staff must ensure that they are fully aware of the correct method of releasing wheel operated handbrakes. Handbrakes must be fully released before a vehicle is moved. 5.9 Handbrake Interlocking Device Certain vehicles have been fitted with an interlocking device, which prevents the automatic brake from being created until all handbrakes have been fully released. If difficulties are experienced in creating the automatic brake on a vehicle fitted with a handbrake interlocking device, a check must be carried out to ensure that all handbrakes are fully released. Working Manual for Rail Staff Freight Train Operations Page E12

13 E6 Self-propelled On-track Machines and Power-driven Rail Cranes 6.1 Machine Operator s Duties The machine operator will:- ensure before a locomotive or vehicle is attached to it, that the machine is secured to prevent it moving, for example by use of handbrake or, scotches define the maximum gradient on which a machine can be safely coupled to a train ensure that any part of the machine equipment, for example a jib or lifting gear, is safely secured for movement. Working Manual for Rail Staff Freight Train Operations Page E13

14 TABLE E1 MAXIMUM LOADS PERMITTED WITH SPECIFIC BRAKE FORCES Actual Brake Force Available (Tonnes) Maximum Speed (mph) Load (Tonnes) Working Manual for Rail Staff Freight Train Operations Page E14

15 TABLE E1 Actual Brake Force Available (Tonnes) MAXIMUM LOADS PERMITTED WITH SPECIFIC BRAKE FORCES Maximum Speed (mph) Load (Tonnes) Working Manual for Rail Staff Freight Train Operations Page E15

16 TABLE E1 MAXIMUM LOADS PERMITTED WITH SPECIFIC BRAKE FORCES Actual Brake Force Available (Tonnes) Maximum Speed (mph) Load (Tonnes) Note For trains running at a maximum speed of less than 35 mph, the column headed Maximum Speed of 35 mph must be used. Working Manual for Rail Staff Freight Train Operations Page E16