Uncontrolled When Printed Document to be superseded as of 01/06/2013 To be superseded by GORT3056-E Iss 3 published on 02/03/2013

Transcription

1 Section E MOVEMENT OF FREIGHT TRAINS Contents Page Latest Issue Contents E1 December 03 E1 Authorised Vehicles E3 December 03 E2 E3 E4 E5 Movement of Defective Vehicles Special Movement Conditions Vehicles Equipped with Change-Over Levers Special Brake Testing Instructions using the Enhanced Air Brake Pipe Continuity Test E4 December 03 E5 December 03 E10 December 03 E12 December 03 E6 Handbrake Operation E15 December 03 E7 E8 Table E1 Table E2 Working Instructions for Merry-go-Round (MGR) Trains Self Propelled On Track Machines Maximum Loads Permitted With Specific Brake Forces Loads Permitted for Train Loads of HMA and HNA Wagons E19 December 03 E23 December 03 E26 December 03 E28 December 03 Working Manual for Rail Staff Freight Train Operations Page E1

2 Contents Contd \ Page Latest Issue Table E3 Table E4 Table E5 Table E6 Exceptional Loads Form RT3973EXL Exceptional Loads Form RT3973HAW Exceptional Loads Form RT3973CON Exceptional Loads Form RT3973NUC E29 December 03 E30 December 03 E31 December 03 E32 December 03 Working Manual for Rail Staff Freight Train Operations Page E2

3 E MOVEMENT OF FREIGHT TRAINS This section deals with the requirements for the movement of all types of vehicles in freight trains. E1 Authorised vehicles E1.1 Before any vehicle is permitted to be used it must be registered on the rolling stock library for the particular purpose intended. The inclusion of a vehicle number on the TOPS vehicle file indicates that the necessary acceptance procedures have been carried out. E1.2 Vehicles which are not included on TOPS, must not be moved unless specially authorised on each occasion by the Network Rail region(s) over which they are to run. A form RT3973EXL identifying conditions of travel must be issued for each journey. E1.3 Where a movement is authorised under section E1.2 the TOPS '18 comment lines' facility must be used by the TOC to include the vehicle(s) on the train document and also the name and position of the person in the Network Rail region 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 E3

4 E2 Movement of defective vehicles Requirements for the movement of defective vehicles on Network Rail controlled infrastructure are given in section D and for international traffic section H. Working Manual for Rail Staff Freight Train Operations Page E4

5 E3 Special movement conditions E3.1 Special conditions of travel may be applied to vehicles or loads because: (a) the load does not conform to the Network Rail standard loading gauge (b) the loading gauge of the route is less than the Network Rail standard loading gauge (c) of the axle weight (d) the vehicle has a RA greater than the route to be traversed (e) the vehicle type does not conform to the Network Rail standard loading gauge (f) the movement involves special vehicles only used for exceptional loads. These conditions will be determined by a competent person as set out in section K of this Working Manual, before the traffic is despatched. E3.2 Form RT3973 Special movement conditions such as movement permitted only over a specified route(s) or speed restrictions at specified locations, will be identified on form RT3973 advice to train crews. This form must be issued to train crews before the train departs. Exceptional load forms RT3973EXL may contain code words identifying special movement conditions. These are explained in appendix B at the back of this Working Manual. A specimen of the exceptional load form RT3973EXL is shown at the end of this section. Working Manual for Rail Staff Freight Train Operations Page E5

6 E3.3 Diversion from planned route Diversions from the route identified on form RT3973 can only be authorised by Network Rail control on the basis that the special movement conditions can be met on the alternative route. E3.4 Exceptional load and load examined labels Where the restriction relates to the vehicle load, the vehicle will be examined and labelled by a competent person 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: (a) all the vehicles start and finish their journey as a train load (b) the first and last vehicle in the train must be 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 by the competent person Working Manual for Rail Staff Freight Train Operations Page E6

7 (c) when an unlabelled vehicle requires detaching enroute owing to a defect, arrangements must be made for a competent person to place load examined or exceptional load labels on the vehicle before it is moved (d) when either of the first or last vehicle in the train requires detaching en route owing to a defect, the load examined or exceptional load labels must be removed and placed on the adjacent vehicle in the train. The requirements in (c) above must be applied before the defective vehicle is moved. See section F4 of this Working Manual for use of labels when incidents involve a vehicle load. Working Manual for Rail Staff Freight Train Operations Page E7

8 The following are examples of load examined and exceptional load labels produced by train operators. USE BLOCK LETTERS EXCEPTIONAL LOAD NOT TO BE DIVERTED FROM BOOKED ROUTE EXAMINED AND CERTIFIED AS BEING PROPERLY LOADED AND SECURED BY :- To ROUTE TRAIN CREW MUST BE IN POSSESSION OF FORM RT 3973/EXL ADVICE TO TRAIN CREWS GIVING CONDITIONS OF TRAVEL Examined by:-. Date: Wagon Letter and Number Load Cat Gross Weight of Contents MAXIMUM SPEED NOT TO EXCEED.. mph Name:.. (Block Letters) Heaviest Single Lift LOCATION CODE No. Contents Consignee.. NOT TO BE LOOSE SHUNTED NOR MUST OTHER VEHICLES BE SHUNTED AGAINST THIS VEHICLE MOVEMENT RESTRICTION CODE / SPECIAL HANDLING CODE TO APPLY USE BLOCK LETTERS LOAD EXAMINED To EXAMINED AND CERTIFIED AS BEING PROPERLY LOADED AND SECURED BY :- Examined by:-. Date: Name:.. (Block Letters) Wagon Letter and Number Load Cat. Gross Weight of Contents NO AUTHORITY OTHER THAN THE INSPECTOR OR OTHER QUALIFIED PERSON CERTYING THE LOAD AS PROPERLY LOADED AND SECURED IS NECESSARY FOR THE MOVEMENT OF THIS LOAD. Heaviest Single Lift Contents Consignee.. NOT TO BE LOOSE SHUNTED NOR MUST OTHER VEHICLES BE SHUNTED AGAINST THIS VEHICLE MOVEMENT RESTRICTION CODE / SPECIAL HANDLING CODE TO APPLY Working Manual for Rail Staff Freight Train Operations Page E8

9 E3.5 Further reference should be made to: (a) Sections J and K of this Working Manual for exceptional loads. (b) GO/RM3053 Working Manual Handling and Carriage of Dangerous Goods for irradiated fuel flasks Working Manual for Rail Staff Freight Train Operations Page E9

10 E4 Vehicles equipped with change-over levers E4.1 Light/load changeover levers 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 bei on RIV vehicles) and empty (V, Vide or Leer) is fitted on each side of the vehicle. The TOPS system may indicate in the changeover lever column on a train list (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 'changeover 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. E4.2 Goods/passenger changeover levers 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. Working Manual for Rail Staff Freight Train Operations Page E10

11 Class 3 or 4 trains must use passenger brake distributor timings. All vehicles equipped with goods/passenger changeover 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 3 or 4 train. Class 6, 7 and 8 trains should operate using the same brake distributor timings throughout the train, either all passenger or all goods. Where this is not possible one of the two following arrangements may be applied: 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 vehicle must be counted as one vehicle in these calculations. OR 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 locomotive(s). Working Manual for Rail Staff Freight Train Operations Page E11

12 E5 Special brake testing instructions using the enhanced air brake continuity test E5.1 These arrangement will apply at locations specified by train operators. E5.2 On the first occasion a locomotive is attached to a train an enhanced air brake continuity test must be carried out, as follows: (a) 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, in order to test the application and release of the brakes on the first three vehicles next to the locomotive (b) the driver must be instructed to make an emergency brake application. When the person responsible for train preparation is satisfied that the brakes have applied, he must instruct the driver to raise the brake pipe pressure. He must then observe that the brakes release. The driver must overcharge the brake pipe when continuity has been proved (c) 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 E12

13 E5.3 When the original locomotive on the train is detached in order to carry out a run-round movement and the formation is otherwise unaltered, a simple air brake continuity test must be carried out as follows: (a) when the locomotive has been re-attached after running round, the person responsible for train preparation must satisfy himself that the brakes have applied on the first vehicle next to the locomotive (b) after the driver has carried out the 'change ends' procedure the person responsible for train preparation must instruct him to raise the brake pipe pressure, and then observe that the brakes have released (c) the driver must overcharge the brake pipe when continuity has been proved. E5.4 A further enhanced air brake continuity test must be carried out and a new test slip issued to the driver when: (a) the train locomotive is changed (b) the formation of the train is altered in any way (c) a period of 24 hours has expired since the previous enhanced test (d) when a run-round movement is required to be done at an unauthorised location. In this case the provisions of the Module TW3 of the Rule Book must be applied, and a new test carried out. E5.5 Wagon handbrakes need not be applied before the locomotive is detached to run round the train unless there are ten or less wagons in the train, or the runround movement will take more than one hour to complete. Module TW3 of the Rule Book is modified accordingly. Working Manual for Rail Staff Freight Train Operations Page E13

14 E5.6 It is essential that the driver 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. E5.7 At locations where gradients are more severe than 1 in 150, hand brakes must be applied after the locomotive is attached to a loaded train, and before carrying out the simple air brake test. E5.8 The number of handbrakes to be applied will be shown in local instructions. 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 E14

15 E6 Handbrake operation E6.1 Vehicles will be fitted with lever or wheel-operated handbrakes which can be operated from the side of the vehicle. On some international vehicles the 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. 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. E6.2 In normal circumstances, unless specially authorised, handbrakes must not be operated after the automatic brake has been applied. 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. E6.3 To avoid any damage or risk of injury the following procedure must be carried out before a locomotive is uncoupled: (a) 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 (b) after checking that the automatic brake has been released the guard or other nominated person must ensure that all buffers are not compressed (c) handbrakes must then be applied in accordance with local instructions before the locomotive is uncoupled. Working Manual for Rail Staff Freight Train Operations Page E15

16 E6.4 All handbrakes must be fully released before a vehicle is moved. Staff must visually ensure that the brake has fully released, either by checking: (a) indicators, where fitted (b) that the brake rigging is 'slack' (c) the wheel/lever is fully released. Wherever vehicles are stabled, they must NOT be left with their buffers compressed. E6.5 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: (a) apply the automatic brake and release the handbrake lever or wheel (b) hold the handbrake lever down with a brake stick and then gradually release 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 E16

17 E6.6 On vehicles fitted with light/load devices the handbrake operates through the automatic brake rigging and the lever will adopt a position dependant on the vehicle load and the state of the automatic brake when the handbrake was applied: (a) empty vehicle or a vehicle loaded before the automatic brake had been created (b) vehicle loaded after the automatic brake had been created (c) vehicle loaded after the automatic brake has been applied. lever not more than half way down the guide. lever not more than 4 holes below the mid position lever will be at the bottom of the guide E6.7 Release of wheel operated handbrakes Staff must ensure that they are fully aware of the correct method of releasing wheel operated handbrakes. Care must be taken to ensure they are fully released before a vehicle is moved. E6.8 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 E17

18 E6.9 RHR (JGA) & NLU (JZA) The handbrakes on these vehicles operate all blocks on one bogie and attention is drawn to the following points: (a) the handbrake can be applied or released from either side of the vehicle (b) a handbrake indicator is fitted and visible from either side of the vehicle (c) if it is necessary to physically check whether the handbrake has been fully applied/released then this check must be done on both sides of the vehicle. Working Manual for Rail Staff Freight Train Operations Page E18

19 E7 Working Instructions for merry-go-round (MGR) trains E7.1 General MGR trains may be formed from combinations of two groups of vehicles: Group Vehicle CARKND Tare GLW and Description A HAA without canopy 13.5t 47t A HBA without canopy 14.25t 47t A HCA with canopy 14.4t 47t A HDA without canopy 14.25t 47t A HFA with modified canopy 14.25t 47t B HMA without canopy 13.5t 47t B HNA with canopy 14.4t 47t These vehicles are fitted with automatic discharge equipment, and have air operated disc brakes which only apply only on one wheel of each axle. The hand brake operates on the remaining wheels. The distinction between group A and group B vehicles is that group B (HMA and HNA) have a modified brake distributor which allows their brakes to apply quicker than group (A) vehicles (HAA to HFA). Working Manual for Rail Staff Freight Train Operations Page E19

20 E7.2 Marshalling and brake force requirements E7.2.1 The brake force requirements for MGR trains depends on the proportion of group A and group B vehicles in the formation. Formation of Train All Group A vehicles All Group B vehicles Group A and Group B vehicles where total weight of Group A vehicles is less than 95 tonnes Group A and Group B vehicles where total weight of Group A vehicles is 95 tonnes or more Brake Force Table to be Used E1 E2 E2 E7.2.2 Vehicles from Group B may be marshalled on any other (non-mgr) train without restriction and the brake force requirements of table E1 will apply. E7.3 Operating instructions The authorised loads and speed of trains in both loaded and empty conditions are published by Network Rail. E7.3.1 Brake vans are not normally used on MGR trains. If it is necessary to attach a brake van to an MGR train then only a special air-piped brake van with narrow stepboards may be used. E1 Working Manual for Rail Staff Freight Train Operations Page E20

21 E7.3.2 Trains composed of HMA and HNA vehicles are subject to a maximum length of 45 wagons for operation at 50 mph or above. E7.3.3 The speed of loaded HMA and HNA trains must not exceed 45 mph on falling gradients of 1 in 100 over distances greater than 5 miles. E7.3.4 HMA trains conveying 'dead in train' locomotives must have the locomotives brakes operative if the train is timed at 50 mph or above. E7.3.5 MGR trains usually operate in fixed, regular formation and as far as train preparation duties are concerned, it will NOT be necessary for the following requirements of Modules TW1 and TW3 of the Rule Book to be carried out before starting a journey, except when a vehicle(s) is attached: a check that all handbrakes are released a check that all vehicles appear safe to travel advice to the driver of the lowest maximum speed of any vehicle in the train the load and formation of the train comply with the relevant instructions. A brake test must be carried out when a locomotive is attached or if the train formation is altered, except when vehicle(s) are detached from the extreme rear. E7.3.6 An assurance must be given by a competent person that all hopper doors are closed and safety catches engaged. This instruction also applies when MGR vehicles are conveyed on non-mgr trains. Working Manual for Rail Staff Freight Train Operations Page E21

22 E7.4 TOPS train document not available When a TOPS train document is not available, the information required for compiling a train document must NOT be calculated by reference to the methods outlined in section C2.2 of this Working Manual. The train document must be assessed using information provided by the train operator control. When the necessary information has been obtained regarding length, weight, brake force and route availability, a check must be carried out against the details shown in table E1 or E2 of this Working Manual to ensure that the total load and brake force of the train conforms to the authorised speed of the train. E7.5 A signed train document may be issued for the return journey before the train commences its loaded journey. In the event of any change in the formation of the train at the unloading point the train document must be suitably amended and countersigned by a nominated member of staff prior to departure from the unloading point. Working Manual for Rail Staff Freight Train Operations Page E22

23 E8 Self propelled on track machines This section applies to any rail mounted self-propelled machine capable of being hauled in a freight train. E8.1 On track machine operator The company responsible for operating the machine will provide instructions for the competent person operating the machine to enable the following activities to be safely undertaken. E8.1.1 Secured when not in train The maximum gradient on which a machine can stand on its own. If not coupled to a locomotive, how the machine can be secured to prevent movement in either direction, for example by use of the handbrake, coupling to wagons that have a handbrake supplied, use of sufficient scotches. E Preparation for movement on a train Ensuring, before coupling to a train, that the machine is secured to prevent it moving for, example by use of handbrake, scotches. Defining the maximum gradient on which a machine can be safely coupled to a train. After coupling to a train, ensuring that the machine travelling gear is disengaged, any power or handbrakes fully released and any scotches removed. Ensuring that any part of the machine equipment, for example a jib, lifting gear etc, is safely secured for movement. Working Manual for Rail Staff Freight Train Operations Page E23

24 E8.1.3 Caretaker Provision, if appropriate, of a caretaker to ride on the machine during the movement undertaking predetermined checks before and during the journey. The caretaker must liaise with the train crew. E8.1.4 Notification to train operator Advising the train operator of the maximum gradient on which coupling/uncoupling can take place. Providing advice to the train operator that the machine is prepared ready for safe movement on a train. E8.2 Train operator The train operator hauling the machine must ensure the following actions are undertaken: obtain notification from the machine operator that the machine is prepared for safe movement on a train (see also section C3.1) liaise with the machine operator to ensure that coupling/uncoupling can be carried out safely (see also section E8.1.2) ensure after coupling that any scotches have been removed and the machine handbrake fully released marshalling the machine in the correct position in the train. The company responsible for operating the machine must provide information to the train operator, identifying any restrictions that apply to the positioning of a machine within a train taking account of: Working Manual for Rail Staff Freight Train Operations Page E24

25 - the drawbar strength of the machine - the maximum weight of the train that can be marshalled behind the machine. E8.2.2 Cranes Cranes may travel with jib leading or trailing. Cranes may be marshalled in any position on breakdown trains or any train travelling to or from an engineering work site (including stabling en route) provided that there are no vehicles with a wheel base 3 metres (10 feet) or less between the crane and the locomotive. Vehicles forming an integral part of the crane in their correct laden running position are not to be included in the assessment of short wheel base vehicles. Working Manual for Rail Staff Freight Train Operations Page E25

26 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 E26

27 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 E27

28 TABLE E2 LOADS PERMITTED FOR TRAIN LOADS OF HMA AND HNA WAGONS Minimum Brake Force Required (Tonnes) 35 MPH Maximum Train weight (Tonnes) 40 MPH Maximum Train weight (Tonnes) Maximum Speed (MPH) 45 MPH Maximum Train weight (Tonnes) 50 MPH Maximum Train weight (Tonnes) 55 MPH Maximum Train weight (Tonnes) 60 MPH Maximum Train weight (Tonnes) Note: Attention is drawn to the requirements for operating trains composed of HMA and HNA wagons, indicated in section E7, working instructions for merry-go-round (MGR) trains, of this Working Manual. Working Manual for Rail Staff Freight Train Operations Page E28

29 TABLE E3 EXCEPTIONAL LOADS - Specimen of Form RT3973EXL NETWORK RAIL RT3973EXL ADVICE TO TRAIN CREWS. CONVEYANCE OF EXCEPTIONAL LOADS (To be handed to the TRAIN CREW at the starting point of the train, where the load is attached or when signing on duty.) Special Notes (a) If you are relieved en route, this advice must be handed to the staff relieving you. (b) In all circumstances where there is no immediate hand-over to a train crew the forms must be handed to the local Yard Staff, or, where this is not possible, placed behind the label clip of the wagon, which will be leading on departure. (c) At the termination of the journey this advice must be handed to the staff at the destination. PARTICULARS OF SERVICES USED Date Train Identity From To NATURE OF EXCEPTIONAL LOAD (Delete where not applicable) 1. Out-of-gauge loads/s 2. Type of wagon. 5. Any other reason 3. Special speed restriction/s 4. Special route restriction/s Number(s) and RA of vehicle(s) THE FOLLOWING ROUTE/S MUST BE OBSERVED:- (A) (B) (C) THE FOLLOWING RESTRICTIONS MUST BE COMPLIED WITH:- NO. BETWEEN LOCATION DISTANCES SPEED(MPH) (1) (2) (3) FOR NETWORK RAIL REGION Signed Authorised Person Designation Printed Surname Date of Issue FOR TRAIN OPERATING COMPANY Signed Authorised Person Designation Printed Surname Date of Issue NOT TO BE DIVERTED FROM THE ABOVE ROUTE WITHOUT THE AUTHORITY OF THE NETWORK RAIL CONTROL All other speed restrictions must be complied with FORM No. RT3973EXL ISSUED ON REPLACES FORM No. DATED ISSUED BY NETWORK RAIL (REGION) THIS FORM VALID UNTIL Page 1 of 1 Working Manual for Rail Staff Freight Train Operations Page E29

30 TABLE E4 EXCEPTIONAL LOADS - Specimen of Form RT3973HAW NETWORK RAIL RT3973HAW ADVICE TO TRAIN CREWS. CONVEYANCE OF HEAVY AXLE WEIGHT WAGONS (To be handed to the TRAIN CREW at the starting point of the train, where the load is attached or when signing on duty.) Special Notes (a) If you are relieved en route, this advice must be handed to the staff relieving you. (b) If the load is staged without immediate relief of the train crew, this advice must be handed to the local Yard Staff, who will be responsible for giving it to the train crew working forward. (c) At the termination of the journey this advice must be handed to the staff at the destination. PARTICULARS OF SERVICES USED Date Train Identity From To TYPE OF VEHICLES:- RA OF VEHICLES:- THE FOLLOWING ROUTE/S MUST BE OBSERVED:- (A) (B) (C) THE FOLLOWING RESTRICTIONS MUST BE COMPLIED WITH:- NO. BETWEEN LOCATION DISTANCES SPEED(MPH) (1) (2) (3) FOR NETWORK RAIL REGION Signed Authorised Person Designation Printed Surname Date of Issue FOR TRAIN OPERATING COMPANY Signed Authorised Person Designation Printed Surname Date of Issue NOT TO BE DIVERTED FROM THE ABOVE ROUTE WITHOUT THE AUTHORITY OF THE NETWORK RAIL CONTROL All other speed restrictions must be complied with FORM No. RT3973HAW ISSUED ON REPLACES FORM No. DATED ISSUED BY NETWORK RAIL (REGION) THIS FORM VALID UNTIL Page 1 of 1 Working Manual for Rail Staff Freight Train Operations Page E30

31 TABLE E5 EXCEPTIONAL LOADS - Specimen of Form RT3973CON NETWORK RAIL RT3973CON FORM No. RT3973CON ADVICE TO TRAIN CREWS. CONVEYANCE OF LOADS UNITS (To be handed to the TRAIN CREW at the starting point of the train, where the load is attached or when signing on duty.) Special Notes (a) If you are relieved en route, this advice must be handed to the staff relieving you. (b) If the load is staged without immediate relief of the train crew, this advice must be handed to the local Yard Staff, who will be responsible for giving it to the train crew working forward. (c) At the termination of the journey this advice must be handed to the staff at the destination. PARTICULARS OF SERVICES USED Date Train Identity From To NATURE OF EXCEPTIONAL LOAD THE FOLLOWING ROUTE/S MUST BE OBSERVED:- (A) (B) (C) THE FOLLOWING RESTRICTIONS MUST BE COMPLIED WITH:- NO. BETWEEN LOCATION DISTANCES SPEED(MPH) (1) (2) (3) FOR NETWORK RAIL REGION Signed Authorised Person Designation Printed Surname Date of Issue FOR TRAIN OPERATING COMPANY Signed Authorised Person Designation Printed Surname Date of Issue NOT TO BE DIVERTED FROM THE ABOVE ROUTE WITHOUT THE AUTHORITY OF THE NETWORK RAIL CONTROL All other speed restrictions must be complied with ISSUED ON REPLACES FORM No. DATED ISSUED BY NETWORK RAIL (REGION) THIS FORM VALID UNTIL Page 1 of 1 Working Manual for Rail Staff Freight Train Operations Page E31

32 TABLE E6 EXCEPTIONAL LOADS - Specimen of Form RT3973NUC NETWORK RAIL RT3973NUC ADVICE TO TRAIN CREWS CONVEYANCE OF RADIOACTIVE FLASK TRAFFIC. (To be handed to the TRAIN CREW at the starting point of the train, where the load is attached or when signing on duty.) Special Notes (a) If you are relieved en route, this advice must be handed to the staff relieving you. (b) In all circumstances where there is no immediate hand-over to a train crew the forms must be handed to the Yard Staff or, where this is not possible, placed behind the label clip of the wagon, which will be leading on departure. (c) At the termination of the journey this advice must be handed to the staff at the destination. Wagon Type and Number. Flask Number(s). RA Number. Conveyed on behalf of are on route from to via THE FOLLOWING ROUTE/S MUST BE OBSERVED:- (A) (B) (C) THE FOLLOWING RESTRICTIONS MUST BE COMPLIED WITH:- NO. BETWEEN LOCATION DISTANCES SPEED(MPH) (1) (2) (3) FOR NETWORK RAIL REGION Signed Authorised Person Designation Printed Surname Date of Issue FOR TRAIN OPERATING COMPANY Signed Authorised Person Designation Printed Surname Date of Issue NOT TO BE DIVERTED FROM THE ABOVE ROUTE WITHOUT THE AUTHORITY OF THE NETWORK RAIL CONTROL All other speed restrictions must be complied with FORM No. RT3973NUC REPLACES FORM No. ISSUED BY NETWORK RAIL (REGION) ISSUED ON DATED THIS FORM VALID UNTIL Page 1 of 2 Working Manual for Rail Staff Freight Train Operations Page E32

33 TABLE E6 EXCEPTIONAL LOADS - Specimen of Form RT3973NUC Contd...\ SERVICES TO BE USED Date WTT No From To Date WTT No From To Date WTT No From To Date WTT No From To Date WTT No From To Date WTT No From To Radioactive flasks which are detained for any reason must be placed away from vehicles containing other dangerous goods, livestock, sensitised photographic materials and from staff rest rooms, shunter s cabins and other similar places. If the vehicles are likely to be detained for 12 hours or more, the distance separating the vehicles and the places mentioned must be at least 6 metres (20 feet). Detention of these flasks alongside station platforms or any point adjacent to where mail bags, passengers luggage or sensitised photographic materials are likely to be placed, should be avoided as far as is practicable. EMERGENCY ACTION In the event of a mishap involving a flask immediately carry out the instructions contained in the Pink Pages of the Working Manual Section F2 Pink Pages Try to obtain as much information as possible without endangering your personal safety. In all cases the following questions must be answered:- (a) Is the flask wagon derailed? Yes/No (b) Has the flask wagon been involved in a collision? Yes/No (c) Is there a fire near the flask? Yes/No (d) Are large quantities of liquefied petroleum gas, petroleum or other flammable liquids present? Yes/No (e) Is there any visible damage to the flask or to the cover (if fitted), Yes/No If you are not sure, give as much information as possible. Telephone Numbers of Signalboxes En-Route Telephone Number Telephone Number Signalbox E.T.D. B.T. Signalbox E.T.D. B.T. If this train is to run, for any part of the journey, without a brakevan the person undertaking the duties of the guard must carry a working mobile telephone for that part of the journey Page 2 of 2 Working Manual for Rail Staff Freight Train Operations Page E33