Transport for London London Underground Access Protecting Workers on the Track Train Movements Learning information booklet Effective April 2014 Issue 1 MAYOR OF LONDON
Contents Section page 1 Introduction 4 2 Roles and responsibilities 5 3 Engineering vehicles 10 4 Specified area 14 5 Specified area limits 18 6 Setting up a specified area 22 7 Positioning a lookout 25 8 Working an engineer s train or mechanised vehicle 26 9 Unrelated work in a specified area 30 10 On completion of the work 32 11 Engineer s current area 34 12 Setting up an engineer s current area 37 13 Worksites within possessions 41 14 When things go wrong 43 15 References 45
section 1 Introduction 1 Introduction This learning information booklet has been produced for individuals who will be Protecting Workers on the Track - Train Movements (PWT-TM). This could be within a Specified Area (SA), Engineer s Current Area (ECA) and within a possession worksite. A PWT-TM must be appointed when an engineer s train, test train, mechanised vehicle or On Track Plant (OTP) is planned to work either: in a SA in an ECA within a possession worksite under the direction of an engineer (electrical), (track) or (signals). To carry out the activities of a PWT-TM you must: have a valid PWT-TM certificate have a valid PWT-EH or Protection Master Engineering Hours (PMEH) certificate be site familiar be identified by a Train Movements armband worn on the left arm above the elbow. If an engineer s train is to uncouple and both portions are to work independently, a PWT-TM must be appointed for each portion. PWT-TM s that are required to work on Lines fitted with Transmission Based Train Control (TBTC) signalling system, must attend the TBTC training course. 4
Roles and responsibilities Introduction 2 section 2 Roles and responsibilities 2.1 Protecting Workers on the Track - Train Movements A person certificated by London Underground (LU), who is responsible for: supervising and controlling an engineer s train, test train, mechanised vehicle and OTP working within a worksite the safety of staff needing to work on or about the track within a worksite when engineer s trains and mechanised vehicles are moving those involved with the operation of engineer s trains, test trains, mechanised vehicles and OTP. The PWT-TM is identified by a Train Movements armband worn on the left arm above the elbow. All staff working on or about the track when trains and mechanised vehicles are moving, or when the traction current is on, must have, as a minimum, a valid Basic Track Awareness (BTA) or Track Accustomed (TA) certificate. 2.2 Protecting Workers on the Track - Possession Worksite A person certificated by LU to safely manage: the demarcation of a possession worksite the possession worksite and control the movement of engineer s trains and mechanised vehicles into, within and out of the possession worksite the handing back of the possession worksite to the Protection Support Manager (POSM). The PWT-PW is identified with a Possession Worksite armband worn on the left arm above the elbow. 5
section 2 Roles and responsibilities 2.3 Engineer s Train Operator A person certificated by LU to drive an electric, battery or diesel train or locomotive. 2.4 Track Access Controller Licensed by LU to control the Line Clear and Line Safe procedures during Engineering Hours. 2.5 Controller A suitably competent person, in overall control of the train service on a line, normally acting from the line s control room. 6
Roles and responsibilities 2 section 2.6 Signaller Any suitably competent person operating signal control equipment. 2.7 Vehicle Control Centre Operator Monitors, controls and maintains the Vehicle Control Centre. 2.8 Lookout A person certificated by LU to warn staff who might be exposed to danger from moving trains or vehicles. They are identified by a lookout armband worn on the left arm above the elbow. 7
section 2 Roles and responsibilities 2.9 Possession Master A person certificated by LU to take control of a possession. They are identified by a Possession Master armband worn on the left arm above the elbow. If acting as the POSM they must have the competence to: establish and manage the worksite protection arrangements correctly give up the worksite in a controlled, safe and effective manner ensure the safe movement of trains within the possession including into and out of the worksite. 2.10 Engineer (track, electrical, signals) A person trained and certificated in the relevant discipline, and authorised to undertake specific procedures. An engineer (track) must accompany a long welded rail train conveying long welded rails, a travelling crane when in train formation or a mechanised vehicle travelling on its own wheels in a train formation. 8
Roles and responsibilities 2 section 2.11 Support staff Individuals who are trained and certificated by LU to carry out the following activities: forward, rear and intermediate limit defining checking the status of traction current securing and unsecuring points lookout (if required). The PWT-TM can carry out the activities of a limit definer if the train is published to start and finish at the same station. 9
section 3 Engineering vehicles 3 Engineering vehicles 3.1 Engineer s train An engineer s train is any train that is used for engineering purposes or similar work. For example: ballast train passenger stock tunnel cleaning train weed killing train. 3.2 Test train A test train is any train that: must be used only for test purposes will normally have test equipment fitted to or within it. When test equipment is not fitted, a train designated as a test train must have a competent engineer on board to monitor the performance of test equipment which is undergoing test. 10
Engineering vehicles 3 section 3.3 Mechanised vehicle Any vehicle or combination of vehicles (excluding track trolleys) certificated to run on LU track by the Rolling Stock Engineer (LU) and approved by the Chief Operating Officer, which: are self propelled are used for engineering purposes only might be able to on/off track at designated sites are only allowed on the running line or signalled sidings within a SA or possession cannot be classified as a train. 3.4 On track plant These are self propelled mechanical plant that are rail-mounted and used during construction and maintenance of railway infrastructure. 11
section 3 Engineering vehicles 3.5 When and where trains and vehicles can work Engineer s train, test trains, mechanised vehicles and OTP can work during Engineering Hours within: a SA an ECA a possession worksite, with current on or off. When an engineer s train or mechanised vehicle is required to work with traction current off during Engineering Hours, it must do so only in a SA or a possession. Engineer s train, test trains, mechanised vehicles and OTP can work during Traffic Hours in: traffic within a possession worksite, with traction current on or off. If required to work with traction current off during Traffic Hours, or partly in Traffic Hours, it must do so only within a possession. When an engineer s train is required to work with traction current on, a possession: need not be taken if the train will not be uncoupled and it will operate only in the normal direction of traffic using signalled moves, or if the train will operate within the limits of an ECA must be taken if the train will be uncoupled and will operate to and fro, and are not carried out in an ECA. 12
Engineering vehicles 3 section 3.6 Additional equipment and publications required As a PWT-TM you will require the following additional equipment and publications: Train Movements armband worn on the left arm above the elbow access to the engineering notice and for worksites in possessions, Engineer s Train and Mechanised Vehicles Working Plan an approved method of communicating with the Engineer s Train Operator (ETO) equipment for securing points (if applicable) lamps and detonators. 13
section 4 Specified area 4 Specified area A SA is a defined area of track in the Line Clear or Line Safe area within which an engineer s train or mechanised vehicle can work with traction current switched off during Engineering Hours. Although the details of the location of a SA are published on the Nightly Engineering Protection Arrangements (NEPA), more detailed information is published in the engineering notice. 4.1 Engineering Notice The Engineering Notice is a publication produced and circulated within LU detailing the nightly engineering work and similar activities. 4.2 Lamps The limits of a SA are defined by a suitably certificated person placing: 14 a double red aspect lamp, secured to the running rail furthest from the positive conductor rail
Specified area 4 section three detonators placed 20 metres apart,outside of the SA, on the crown of the running rail furthest from the positive conductor rail. Dual aspect red/yellow lamps are still in circulation and if used they must be secured with the red aspect facing into the SA and the detonators secured outside of the SA, on the yellow aspect side. 4.3 Detonators The detonators used by LU: are day glow yellow disc approximately two inches in diameter are embossed with the date of manufacture each have a life expectancy of five years, after which they must be withdrawn and returned to the stores. 15
section 4 Specified area Pre-use checks The person placing detonators must inspect the detonator for visible signs of damage or defect. DO NOT USE a detonator if: they are more than five years old or have reached their expiry date the clips have become detached show any signs of: - rust - damage - defect - leakage. If the detonator appears to be damaged or defective, a replacement must be obtained. 4.4 Placing a detonator 16 When placing a detonator they must be: placed on the running rail furthest from the positive conductor rail and away from any components, e.g. insulated block joints secured by bending the clips round the crown of the running rail.
Specified area 4 section Staff placing detonators must make sure the detonators are positioned at a sufficient distance, and in a position to prevent injury to other person(s) in the area. 4.5 Storage and control of detonators Detonators must be stored: in a sealed metal container provided by the manufacturer, and labelled with the explosive symbol in a secure, dry place, away from any chemicals, inflammable materials or sources of heat with no more than 24 at a site (other than the main stores). 4.6 Transportation of detonators Detonators must be transported: in the manufacturer s sealed metal container no more than 20 at a time (in two containers) secured so they cannot move during transit by distribution services if more than 20 need to be carried. 17
section 5 Specified area limits 5 Specified area limits 5.1 Line Clear areas The limits of a SA within single bore tunnels in Line Clear areas must be defined from one station to another (including disused stations) and, unless otherwise published, the entire length of any platforms at the extremities of the SA must be included. This will provide access to leave the tunnel in an emergency. This requirement also applies to all reductions in the length of the SA within Line Clear areas. 5.2 Line Safe areas The limits of a SA within Line Safe areas and double track Line Clear sections must only be defined from the following locations: station platforms (when including the entire platform length) station starter fixed signals (when not including the entire length platform length) other fixed signals tunnel mouths or bridges current rail substation gaps junctions, (the limits of a SA defined at points or crossovers must always include the whole set unless otherwise stated). Where a SA splits into two or more separate branches, the SA must be defined on each branch. 5.3 Crossovers When a SA incorporates a crossover the PWT-TM is responsible for ensuring the crossover is secured within the SA which might allow: 18 the engineer s train or mechanised vehicle to leave the area onto an adjacent track staff working with a track trolley on an adjacent track to enter the SA.
Specified area limits 5 section The PWT-TM must make sure a lamp with a double red flashing aspect is placed on the crossover between the tracks concerned. It is not necessary to place detonators in these circumstances. 5.4 Specified area on the adjacent track When there is a SA on an adjacent track, you must: make sure that the points of the crossovers are secured to prevent either train from running into the other SA place a double red aspect flashing lamp on the crossover between the tracks concerned. Detonators are not required in these circumstances reach an agreement with the other PWT-TM which of you will be responsible for placing and removing the red flashing lamp for the SA s. If there is a train working on the adjacent track, additional protection is required, for example: a physical barrier must be erected at the worksite between the tracks if a physical barrier cannot be erected, a lookout is required. 5.5 Securing points When any engineer s train or mechanised vehicle which conforms to the definition of a train, is working in a possession, SA or an ECA which have points involved, it must be decided by the project manager at the planning meeting whether they need to be secured for movement over them. Whenever movement is required of a mechanised vehicle which does not conform to the definition of a train or is not included in the formation of a train, the PWT-TM must make sure all points are secured by scotch and clip in the appropriate position for all movements over them. 19
section 5 Specified area limits If any points within a possession, SA or ECA can be operated by the signaller, any movement of these points must be made by the signaller, but only when the PWT-TM has requested the signaller to do so. Where the signaller cannot operate the points, the PWT- TM can request an engineer (signal and control) to do this after informing the signaller. Securing points refers to fixing points or moveable angles so they cannot move by the use of a scotch and clip. Most points on LU are self normalising, in that if the points are reversed then they will return to normal after a passage of a train. A person can scotch and clip only if they have been trained and are deemed competent to do so. When securing points and moveable angles, a person must: have permission to secure points or moveable angles from the person controlling the points arrange their own protection if necessary, as a first priority use the correct scotch and clip for the points or moveable angles which are to be secured always secure the clip with a padlock if it is being used for protection inform the person controlling the points or moveable angles when they have been secured. The hazards associated with securing points are: equipment could move at any time slipping and tripping live traction current rails. 20
Specified area limits 5 section 5.6 Unsecuring points When unsecuring points and moveable angles, you must: inform the person controlling the points check for obstructions and remove with a point scraper, if applicable remove the padlock hold the clip in position by the handle and pull to release it, lift the scotch clear of the points move to a place of safety inform the person controlling the points (as they may need to be tested). 5.7 Reducing the limits of a specified area The original limits of a SA can be reduced to smaller than published only if: permission is granted from the Track Access Controller (TAC) incident desk it is within reasonable time before the normal TAC s office desks open for protection staff to book on the request is feasible and physically possible all staff involved with the work are made aware of, and understand, the amended arrangements. The limits of a SA cannot be extended. 21
section 6 Setting up a specified area 6 Setting up a specified area 6.1 Planning meeting The planning meeting could take place at your base or depot. If you are not carrying out the dual activities then the planning meeting must take place when you meet the PWT/SPC on site. The purpose of the planning meeting is to: discuss the working requirements of the engineer s train or mechanised vehicle decide the detailed roles and responsibilities of everyone involved in the working of the engineer s train or mechanised vehicle set up a safe system of work and agree all protection arrangements for the engineer s train or mechanised vehicle, including the staff agree the method of communication for the working of the engineer s train or mechanised vehicle and emergencies. It is acceptable for two or more trains or mechanised vehicles to work within a SA, provided it is published and a site-based and task-based risk assessment has been completed to determine any necessary additional operational and engineering controls, which will ensure safety is maintained at all times. 6.2 Stations with platform edge doors 22 If within the limits of the SA it involves stations fitted with platform edge doors, the PWT-TM must arrange for a PWT- EH or PMEH to be present on the platforms, and they must: sign the station log book and take responsibility of the RKL220 key remain on the platform to ensure that staff not working with the train do not pass through the platform edge doors when the work is complete, contact the station supervisor who will resume responsibility of the RKL220 key.
Setting up a specified area 6 section 6.3 Briefings All support staff, engineer s train or mechanised vehicle operators and the work group, must be briefed and: agree the communication details and the use of cab telephones or hand held radios (or both) they must be suitably certificated. Any additional PWT-TM s must also be briefed. 6.4 Arrival on site When you arrive at the station the train is booked to run to, you must: book on with the station supervisor contact the controller, identify yourself by name, status, company and business unit and give any safety critical information, and a contact number book the SA with the appropriate TAC if you have not already done so confirm with the limit definers that they have booked their own protection, if required. The forward and rear limit definers will book their own protection. Where there are intermediate limit definers, individuals who test for traction current and anyone securing points will come under your protection. When the engineer s train or mechanised vehicle has arrived on site, the PWT-TM must: 23
section 6 Setting up a specified area tell the ETO to secure the engineer s train and switch to battery power (if applicable) and wait for further instructions contact the controller and tell them that the train is on site and traction current is no longer required wait for confirmation that traction current has been switched off. The status of traction current can be confirmed by: placing a Current Rail Indicator Device (CRID) in front of the engineer s train checking the status of the Permanent-Current Rail Indicator Device (P-CRID) receiving confirmation from support staff. Contacting the controller to inform them that traction current is no longer required should be carried out as soon as possible otherwise it is delaying other users who require access to the same traction current section(s). 24 6.5 When traction current has been switched off When the CRID/P-CRID indicates that traction current has been switched off and it is at or after the published off time: remove the CRID from the track tell the ETO not to move the train until instructed contact the limit definers and tell them to carry out their activities, as briefed, and to confirm when completed when it has been confirmed that all traction current sections involved are off and the SA has been defined, sign your log book and the engineer s train or mechanised vehicle s operating journal as appropriate. If more than one traction current section is involved the PWT-TM must designate and confirm with a suitably certificated person(s), that the current is off on all the traction current sections within the SA, before signing the declaration in the log book.
Setting Positioning up a specified a lookout area 7 section 7 Positioning a lookout The factors that must be considered when positioning lookouts, the PWT-TM must: ensure the lookout(s) attend the planning meeting, and are briefed and fully understand their duties check that the lookout has all the required certification and equipment consider the direction of approaching trains or mechanised vehicles agree the method of warning to be used agree the warning codes agree the required sighting time consider the location of the worksite and location of the places of safety agree who will indicate to the work group that it is safe for them to continue working after the passage of a train. 25
section 8 Working an engineer s train or mechanised vehicle 8 Working an engineer s train or mechanised vehicle When the PWT-TM has defined the SA and work is ready to commence, they can, if applicable, instruct the engineer s train or mechanised vehicle operator to enter from an adjacent possession, or published on-tracking point. The engineer s train or mechanised vehicle can then move as required within the SA. 8.1 Working with the train or vehicle operators As the PWT-TM you are responsible for: briefing the train or vehicle operator on the workings of the train or mechanised vehicle agreeing the system of signals that will be used making sure all staff are in a safe place before allowing the engineer s train or mechanised vehicle to move supervising and controlling the movement of the engineer s train or mechanised vehicle. 8.2 On track plant operator briefing OTP operators and associated banksmen/slingers (where provided), must be given a more detailed pre-worksite briefing, as they may not be experienced in working in the track environment. The PWT- TM briefings must include: the limits and scope of the work to be undertaken at the worksite the emergency, safety and first aid procedures for the worksite what plant and equipment will be in operation at the worksite and the processes that will be undertaken the PWT-TM appointed to control the OTP at the worksite 26
Working an engineer s train or mechanised vehicle 8 section signals they will encounter, how to respond to them and the signals they must use before moving how to recognise points and what action to take before moving over them what action to take if the OTP goes over a detonator(stop) the location where the OTP might be on/off-tracked and stabled any other relevant safety information. When using phones or radios to communicate, the phonetic alphabet must be used. The PWT-TM must request and get permission from the TAC for any train movements outside the limits of a SA or ECA. 8.3 Uncoupling and securing vehicles Engineer s trains, test trains, OTP, mechanised vehicles and any combination of these (including individual wagons and carriages), which are to be left unattended for any period of time and in any location, must be secured to prevent them from moving. Vehicles must not be uncoupled from trains on the running line, except within the limits of a SA, ECA or a possession, as directed by a competent person. 8.4 Personnel travelling on wagons If personnel are to travel on a wagon on an engineer s train: the train must be working in a possession or a SA traction current must be off at all times there must be sufficient room within the train the train loads must be properly secured 27
section 8 Working an engineer s train or mechanised vehicle there must be protection from falling off the wagon by either handrails or wagon sides communication with the ETO must not be adversely affected. Before allowing personnel to travel on the engineer s train the PWT-TM must give them an additional safety briefing. They must: position themselves so they will not come into contact with any structure which could cause them injury not get on or off while the engineer s train is moving not get on or off until the PWT-TM confirms that it is safe to do so board and alight from the engineer s train either from a station platform or via the approved wagon steps or handrail. When personnel are travelling on the engineer s train, it is the responsibility of the PWT-TM to ensure that the engineer s train is driven slowly. While the engineer s train is moving the PWT-TM must ensure that everyone observes all the safety procedures. 8.5 Loading and unloading It is the PWT/SPC s responsibility for ensuring a competent person supervises the loading of an engineer s train, ensures any materials on the train are secured and in gauge, before allowing an engineer s train or mechanised vehicle to depart the worksite. The ETO has the final decision on the load safety of a train. 28
Working an engineer s train or mechanised vehicle 8 section 8.6 Tamping machines A tamping machine can only work in sub-surface sections if gas monitoring equipment is provided and operated by competent and qualified staff. A tamping machine must run in a train formation when any part of the journey involves travelling through tube tunnels. The only exception to this is when travelling through short tunnels. 8.7 Propelling trains The propelling of engineer s trains is also known as back shunting or blind shunting and it can be: authorised by a notice issued by the Chief Operating Officer (or equivalent) within the limits of a SA or ECA, but must be authorised by the PWT-TM within the limits of a possession, but must be authorised by a Possession Master - Train Movements (POM-TM). 29
section 9 Unrelated work in a specified area 9 Unrelated work in a specified area Unrelated work in a SA can only be permitted in an emergency, when there is urgent work that is critical to the operation of traffic the next day. Unrelated work in a SA is not permitted if: an engineer s train is scheduled to uncouple in the course of the work there is more than one engineer s train working in the SA. The PWT-TM must meet with the person providing protection for carrying out the unrelated work to agree the: nature and location of the work to be carried out, and the number of staff involved movements of the train protection arrangements to be applied by the person providing the protection working and communication arrangements to be used on site time by which work must finish. Two copies of the Specified Area Agreement form, available online from the Network Improvement SharePoint site, must be completed by the person providing the protection. Both parties must sign both forms. The completed forms must be retained by the PWT-TM and the person providing the protection for a minimum of 28 days. 30
Unrelated work in a specified area 9 section The PWT-TM must now contact the TAC and tell them: of the agreement to the unrelated work the reference number on the Specified Area Agreement form the number of additional staff that are being protected. The PWT-TM must now tell: all personnel under their protection of the unrelated work the ETO(s) of the arrangements and the additional protection agreed with the person providing the protection of the unrelated work. If the Specified Area Agreement form does not have a printed reference number, the person providing the protection for the works can allocate a number. 31
section 10 On completion of the work 10 On completion of the work On completion of the work the PWT/SPC accountable for the work (if applicable) will inform the PWT-TM that the: work is complete SA can be given up. When the work is finished, the PWT-TM must make sure that: all personnel are clear of the track the track is safe for trains to run, before clearing with the TAC. Where unrelated work has taken place the PWT-TM must receive confirmation from the person providing protection for the unrelated work that: all personnel are clear of the track the track is safe for trains to run, before clearing with the TAC. 10.1 Removing the specified area Discuss and explain that when the work has finished and the SA is no longer required, mechanised vehicles which do not conform to the definition of a train can now either be off-tracked or moved into an adjacent possession. The PWT-TM must tell the ETO to drive the engineer s train to the published finishing point and secure the train. The PWT-TM must: 32 place the CRID on the traction current rails inspect the train with the ETO and the PWT/SPC (if applicable) arrange for the limit definers to remove the limits of the SA and, if required, unsecure points, and wait for confirmation ensure the log book is signed to confirm the track is safe for trains to run
On completion of the work 10 section book off with the TAC inform any support staff that had to book their own protection to clear with the appropriate TAC. When the traction current has been switched on the PWT-TM must: remove the CRID sign the operating journal as appropriate instruct the ETO to proceed to the booked stabling point as published. 33
section 11 Engineer s current area 11 Engineer s current area An ECA is a defined area of track running from one nominated station to another nominated station in the Line Clear area and/or Line Safe area where an engineer s train is working with traction current on during Engineering Hours. The ECA consists of three parts: Engineer s current area: The area over which the train will be working, using traction current. The limits are defined by a PWT-TM using double red aspect flashing lamps, and three detonators, 20 metres apart outside the limits of the ECA Active traction current sections: These are the traction current sections, from substation gap to substation gap, that have traction current switched on for the movement of the train. Allied traction current sections: These are the traction current sections that protect the ECA and are switched off. They include all traction current sections where it is physically possible for a train to gain access to the active traction current section. 34 If an adjoining traction current section cannot be switched off, for example, it forms part of a depot; an ECA must not be used. In this circumstance, a possession must be taken.
Engineer s current area 11 section ECA was originally designed for the tunnel cleaning train to work only in single bore tunnel sections. Due to the composition of this train and the location of its worksites, it was not possible to either walk through the train or alongside it. Escape in an emergency from the ECA was therefore only possible via a station and it was for this reason the ECA limits were always defined from station to station, and the rules written accordingly. ECA s are now used for other types of train. While the normal situation will remain for ECA limits to be defined at stations and the rules imply this will continue to be the case, in some circumstances it might be possible for ECA limits to be defined at locations other than stations. This will be possible only when, during the planning stages, a risk assessment is carried out to consider the following: the location concerned, including whether it will be possible to walk alongside the train to leave the ECA in emergency the type of train and any equipment to be used, including whether it will be possible to walk through the train to leave the ECA in emergency if it becomes necessary to leave the ECA in emergency, a reliable form of communication will be available. If this assessment of risk identifies that it will be safe to define either or both of the ECA limits at locations other than stations, then this is acceptable. In these circumstances, the ECA limits can be defined at any of the following additional locations: disused stations, provided they have an available exit route fixed signals tunnel mouths or bridges current rail section gaps junctions, where the ECA must include the whole set of points and crossovers, unless otherwise stated buffer stops or train arrestors, provided they have a fixed red light facing on-coming traffic. 35
section 11 Engineer s current area 11.1 Crossovers When an ECA incorporates a crossover the PWT-TM is responsible for ensuring the crossover is secured within the ECA which might allow: the engineers train or mechanised vehicle to leave the area onto an adjacent track staff working with a track trolley on an adjacent track to enter the ECA. The PWT-TM must make sure a lamp with a flashing red aspect is placed on the crossover between the tracks concerned. It is not necessary to place detonators in these circumstances. 11.2 Trains working on the adjacent track The PWT-TM is responsible for: ensuring that the points of the crossovers are secured to prevent either train from running into the SA a double red aspect flashing lamp is placed on the crossover between the tracks concerned. Detonators are not required in these circumstances an agreement with the other PWT-TM, which of you will be responsible for placing and removing the red flashing lamp. Whenever possible and where access can be gained, the working of an engineer s train within an ECA, which is on an adjacent track to a SA, should be avoided. It is not necessary to place a lamp and detonators on the track where buffer stops or train arrestors are used as an ECA limit. 36
Setting up an Engineer s engineer s current area 12 section 12 Setting up an engineer s current area 12.1 Planning meeting The planning meeting could take place at your base or depot. If you are not carrying out the dual activities, then the planning meeting must take place when you meet the PWT/SPC on site. The purpose of the planning meeting is to: discuss the working requirements of the engineer s train decide the detailed roles and responsibilities of everyone involved in the working of the engineer s train set up a safe system of work and agree all protection arrangements for the engineer s train and the staff agree the method of communications for the workings of the engineer s train and emergencies. 12.2 Briefings All support staff, PWT-TM s, engineer s train or mechanised vehicle operators and work groups, must be briefed and: agree the communication details and the use of cab telephones or hand held radios (or both) be suitably certificated. 12.3 Arriving on site Discuss and explain that on arrival at the station that the engineer s train is booked to run to, and after booking on with the station supervisor: contact the controller, identify yourself by name, status, company and business unit and give any safety critical information, and a contact number if you have not already done so, book on with the appropriate TAC, the ECA. 37
section 12 Setting up an engineer s current area If the engineer s train is not already on site, when it arrives the PWT-TM must: tell the ETO not to move the engineer s train, and take the ETO s key contact the controller, tell them their name, company, status, engineer s train number and that the engineer s train is on site and ask the controller to confirm when traction has been switched off from the allied section(s) behind the engineer s train when the allied current section(s) is confirmed off, place the double red aspect lamp at the rear limits of the ECA, and three detonators 20 metres apart outside of the ECA limit return the ETO s key and tell the ETO to move the engineer s train to the forward limit. 12.4 Setting up an engineer s current area When the engineer s train arrives at the forward limit the PWT-TM must: tell the ETO not to move the engineer s train, and take the ETO s key contact the controller and ask them to confirm when traction current has been switched off from the allied section(s) in front of the engineer s train when the forward allied current section(s) is confirmed off, place a double red aspect lamp at the forward limit of the ECA and three detonators 20 metres apart on the outside of the ECA limit return the ETO s key and tell them to move the engineer s train as required within the limits of the ECA. 38 If the rear or forward limit of an ECA is defined within 80 metres of a substation gap, the adjoining traction current section must be an active traction current section.
Setting up an engineer s current area 12 section 12.5 Removing the limits of an engineer s current area When work with the engineer s train is complete, the PWT-TM must: tell the ETO to move the engineer s train to the rear limits of the ECA tell the ETO not to move the engineer s train, and take the ETO s key remove, the lamp and detonators defining the rear limits remove, any scotches and clips from points that were secured return the ETO s key and tell the ETO to move the engineer s train to the forward limit tell the ETO not to move the engineer s train, and take the ETO s key and place the CRID on the traction current rails remove the lamp and detonators defining the forward limits tell the controller that work has finished and that traction current can be switched off from all the active traction current sections. Traction current must be switched off from the active section(s) when work has finished. This is to prevent the engineer s train from inadvertently moving on current into an allied traction current section where staff could still be working before the completion of Engineering Hours. When the CRID indicates that traction current has been switched off from the active section(s) the PWT-TM must: inform the TAC that work has finished confirm to the TAC the time you requested the controller to arrange for traction current to be switched off from the active sections when all staff under your control are either clear or are suitably protected, book off with the relevant TAC 39
section 12 Setting up an engineer s current area when has been switched on, tell the ETO to proceed to the booked stabling point as published. When the CRID indicates that traction current has been switched on the PWT-TM must: remove the CRID tell the ETO to proceed to the booked stabling point as published. 40
Setting Worksites up an engineer s within possessions current area 13 section 13 Worksites within possessions As a PWT-TM they could be involved in controlling and supervising the movements of an engineer s train or mechanised vehicle in a worksite within a possession under the instructions of a person acting as the PWT-PW/SPC. In these circumstances a PWT-TM must be on board an engineer s train before it enters a worksite within a possession. A planning meeting will take place on the day or night of the possession before the possession is taken. The engineer in charge must brief all staff on their respective activities. 13.1 Mechanised vehicles entering or leaving a Possession Mechanised vehicles that do not conform to the definition of a train can only enter or leave a possession: by means of a level access adjacent on-or-off-tracking point by being craned in from, or off from an adjacent location from or into an adjacent SA by other means not involving movement on the operational railway. Arrangements for allowing mechanised vehicles to on-or-off-track into or out of a possession must be covered in the possession plan and possession works guide. If a mechanised vehicle can operate on traction current which is switched on within the possession and the PWT-TM is assigned to the mechanised vehicle; they must get confirmation from the vehicle operator that the isolation arrangements on the mechanised vehicle have been carried out, before allowing it to cross from or into the SA. 41
section 13 Worksites within possessions 13.2 Movement outside the possession worksite All train movements outside a possession worksite must be controlled by the POSM. The POSM will instruct the ETO s via the connect radio system to move the engineer s train. As a PWT-TM you are not responsible for these movements. 42
Worksites When within things possessions go wrong 14 section 14 When things go wrong 14.1 Overrun of work If the work is likely to overrun in a SA or ECA, the PWT-TM must request Late Surrender Protection (LSP) in accordance with Rule Book 16 Going on the track in Engineering Hours. In addition the PWT-TM must ensure all support staff, as appropriate, are: made aware of the overrun and to maintain the protection instructed to arrange their own LSP. The PWT-TM must consider the safety of all staff when requesting LSP. 14.2 Emergencies 14.3 Failure of an engineer s train or mechanised vehicle If an engineer s train or mechanised vehicle fails the operator must contact the controller. Defects on mechanised vehicles can be classified as: minor defects which can be rectified by the mechanised vehicle operator a defect which cannot be rectified on site and requires the hauling of the mechanised vehicle from the running line a defect requiring the attention of the Emergency Response Unit. If the PWT-TM has already booked on with the TAC they must: tell the TAC at the earliest opportunity tell the TAC if the assistance of an additional train is required give an approximate time the track will be made safe for trains 43
section 14 When things go wrong pass a Site Clear/Site Safe message to the TAC when the track is safe for trains to run. 14.4 Persons falling from an engineer s train Where there is clear evidence, or it is suspected, that someone has fallen from an engineer s train: traction current must be switched off in the area all train movements must be stopped. Traction current must not be switched back on and train movements restored until the person is found or the area is proved to be clear. 14.5 Detonator exploding under an engineer s train or mechanised vehicle If a detonator explodes under an engineer s train or mechanised vehicle in a SA, ECA or a worksite within a possession, the operator must stop immediately and the PWT-TM must be informed. The PWT-TM must in a: SA or an ECA,inform the TAC incident desk and wait for further instructions worksite in a possession Inform the POSM. 44
When things References go wrong 15 section 15 References Rule Book 01 Communications Rule Book 04 Moving a stalled train and authorised detrainments Rule Book 15 Possessions protection methods Rule Book 16 Going on the track in Engineering Hours Rule Book 18 Engineer s trains, vehicles and trolleys Rule Book 20 Engineering staff-traffic Hours protection Leaflet 01 Scotching and clipping Leaflet 05 Detonators 45
Notes 46
Notes 47