Rules DT06 - Working of Trains Operate Trains in Service Responding to Faults and On-track Hazards

Candidate understands the instructions regarding the provision of a train list, both standard and emergency, and its contents.

Before the start of the journey, TM or Driver, must be in possession of a correctly printed train list or completed emergency train list.

Station stops are highlighted in black, to minimise the risk of a ‘fail to call’ or station overrun’ incident.

The Train list comprises of:

• All defects

• Speed restrictions

• Stopping patterns including Special Stop/Not to Stop Orders

• Changes to timings

• Planned diversions

An Emergency Train List must be provided if the normal printed version is unavailable, with the station stops handwritten in the spaces provided. The Train Manager must contact Operations Control to confirm the stopping pattern.

Candidate understands the term 'Platform Train Interface

• Full length of the train and platform

• The width of the platform and train

• The height of electrification systems

Candidate understands the role of the Person in Charge of Dispatch

A person on the platform responsible for giving or relaying signals to the Driver or Train manager, during train dispatch.

The PIC of Dispatch is the person who indicates to the Train Manager that STATION WORK IS COMPLETE has the Dispatch Baton

Candidate understands the term ‘Dispatch Corridor’

• The length of the train and the platform accommodated by the train

• The gap between the train and the platform

• The height of the doors

Candidate understands the risks within the dispatch corridor

• Passengers could fall between the train.

• Be too close to the train as it departs, getting caught, in the doors of the train

• Fall between the train and the platform

Candidate understands the dispatch procedure for a Class 390.

Train Manager opens the door panel for local control and inserts a key. TM then turns the key and depresses the local door inhibit button, TM stands on the platform for a clear view of the dispatch corridor and observes the aspect of any applicable platform signal

Platform staff, if any. Check the applicable platform signal to see if it is displaying a proceed aspect. If a proceed aspect is being displayed indicate ‘station work complete’ (first tip)

Train Manager checks the applicable platform signal to assure themselves a proceed aspect is being displayed and acknowledges the first tip. They then press the door close button and return onto the platform for a clear view of the dispatch corridor.

Visual & audible warning – 3 seconds

All doors close except door under local control, steps retract, and hazard lights extinguish (except on vehicle under local control)

Train Manager confirms platform side doors closed- steps retracted and hazard lights extinguished by looking along the train from the platform and checking the dispatch corridor and another check of any applicable platform signal.

Stations where RA is used

• Station Staff check again for the proceed aspect on any applicable starting signal, check the dispatch corridor again and indicate ‘train safety check complete’ (second tip)

• Train Manager checks signal aspect, or OFF indicator, rechecks the dispatch corridor and displays green handsignal to station staff then closes local door by disengaging the local door inhibit button (warning tone).

• Note: the red passenger door close button must NOT be used to close the local door.

• Station staff recheck the dispatch corridor, recheck the signal and operate the R/A

No RA

• Station Staff check again for the proceed aspect on any applicable starting signal, check the dispatch corridor again and indicate ‘train safety check complete’ (second tip)

• Train Manager checks signal aspect, rechecks the dispatch corridor, then closes local door by disengaging the local door inhibit button (warning tone) gives Driver ready to start signal with bell-buzzer.

• Note: the red passenger door close button must NOT be used to close the local door

• Driver checks the signal aspect then acknowledges the Ready to Start on Green signal button. 

Candidate can describe and list all appropriate bell/buzzer codes.

1= Stop

1.2 = Close doors

2 = Ready to start

2.2 = Do not open doors

3 = Set back

3.2.1 = Testing doors

3.3 = Guard required by driver

4 = Slow down

6 = Draw forward

9 = Police assistance

Candidate understands the dispatch procedure using Bell/Buzzer codes.

Bell buzzer code is used when the RA is faulty

2 = Ready to start

Candidate understands the dispatch procedure using the 'R/RA' facility

Candidate understands the procedure if the R/RA is defective or environmental conditions make the R/RA difficult to see.

• The Driver must immediately inform the Train Manager.

• An alternative method of dispatch must then be agreed.

• bell-buzzer,

Candidate understands the procedure if the Bell-Buzzer is defective

• The Driver must immediately inform the Train Manager.

• An alternative method of dispatch must then be agreed.

• The train is not fitted with bell-buzzer, then the READY-TO-START signal must be given by handsignal.

Candidate understands how doors must be operated/closed when moving a train under Driver Only Operation (DOO)

Don’t open doors, DHL/Staff will use key and TM could come in from crew door

AWC does not have passengers DOO

Candidate can explain the procedure if doors are defective

You must not allow a train to start a journey with a bodyside door that is defective and cannot be used, unless the train operator's control has given authority to do so.

You must make sure that any bodyside door which is defective is locked or made inoperative and that there is a label or indication that it is out of use.

Candidate understands the procedure if the hazard light stays illuminated

Check to see if all doors close, steps retract, and if the Passcom has been activated

Train Manager confirms platform side doors closed- steps retracted and hazard lights extinguished by looking along the train from the platform and checking the dispatch corridor and another check of any applicable platform signal.

if the train is to start or continue a journey - tell the signaller immediately

Candidate can explain the actions they would take if door interlock failed to illuminate

Make two more attempts to close the doors

if the light still fails to illuminate, check the doors are properly closed.

• check TMS Screen 1 Passenger Comfort Check to identify which vehicle is affected.

• If this TMS screen does not show the location of the fault, then check to see which bodyside hazard light is illuminated

If, following the check, the door interlock light still fails to illuminate, you must:

Make sure it is safe to start the train apply traction power

If you are unable to get traction power and have carried out the company fault-finding procedures, you must:

operate the traction interlock (or door isolating) switch in the active cab:

• tell the signaller immediately
  not move the train until instructed to do so

• tell the guard
  carry out the instructions given.

Candidate understands the rules regarding running brake tests. Why they are necessary and when additional ones may be required

At the first opportunity after starting your journey and again, in good time before approaching

• The first stopping place (this could be a signal or station stop)

• Steep falling gradient

• Dead-end platform line

• Low adhesion sites

• Get the speed up 50mph

• Step 3

• 10mph reduction

• Braking characteristics

Additional:

• When weather conditions change during journey

• Isolating axles

Candidate understands the requirements with regards to driving in snow conditions

Where snow is falling, or where fallen snow is being disturbed by the passage of trains 100mph maximum, 10mph reduction in the permissible speed (PS). Does not apply 50mph or less;

‘SNOW BRAKE’ button once every 3 to 5 minutes.

1 Bar brake application of 15 seconds when the snow brake button is pressed.

if it doesn’t work:

Brake step 6, observe a reduction of 10mph

TMS F3 Regen Isolated for 60mins

Candidates understands both the rule book requirements and that of the Class 390s with regards to snow and flood water depth and appropriate restrictions of speed

If you see any build-up of snow that might affect the passage of trains, you must report it to the Signaller, stopping your train specially if necessary.

You must tell the Signaller if you believe the snow is more than 8 INCHES ABOVE the top of the rail head.

The Signaller will advise Operations Control and the Network Rail Area Operations Manager, of any circumstance which may require special working arrangements to be introduced.

Over 8 inches above the rail head

Normal running of trains is suspended

Up To 8 inches above the rail head

Normal running of trains

Candidate understands their responsibilities with regards to fast flowing floodwater that is likely to dislodge ballast.

You must also IMMEDIATELY tell the Signaller, stopping your train specially to do so if necessary, if you see any of the following that might affect structures or earthworks:

• Water rising up from the track or the cess

• Unusual amounts of water pooling next to the track or in the cess

• Water flowing down or pouring out of the sides of embankments or cuttings.

You must tell the Signaller the exact location and details, including if the water is displacing any material.

Flood Water

Above the top of the rail head 

Movements are only permitted by instructions from Operations Control

Up to the top of the rail head 

5 mph max 

Up to the bottom of the rail head

Line Speed

At any depth, if flood water is moving and is likely to or has dislodged the ballast - STOP trains and wait for further instructions from Operations Control.

Candidate understands the rules and regulations with regards to the warning horn, including that of when it becomes defective, fully, and partly

Totally defective horn: stop immediately and notify the signaller, do not move until authorised and act on the instructions given.

Maximum speed will be 20mph if given authority to move.

Partially defective: proceed at a maximum speed of 100mph and report to Maintenance Control at the first convenient opportunity.

Candidate can explain the varying VT' stop boards on the network and the rules pertaining to them.

Terminating or Reversing Stop Boards (AWC WI Sec2.15) VT

Where trains are required to terminate (or reverse) at a through station platform, the Driver must stop their train with the nose of the leading cab in line with these boards.

Precision Stop Boards (AWC WI Sec2.14)

• Where an X is shown on a stop board this denotes a precision station stopping point.

• The train must be brought to a stand with the stop board aligned with the centre of the cab window.

Station Stop Board (AWC WI Sec2.13)

• Stop Boards at Stations.

• Drivers will stop their train with the nose of the leading cab in line with the relevant stop board.

Candidate can verbalise the correct technique for stopping at a station, securing the train and the opening of the doors

20mph on approach to the station

Stop at the correct stop board, depending on the type of stop board this can be on the nose or in line with window

once stopped brake step 6

Set DRA

Neutral

Check that you are releasing the correct doors

Candidate understands the procedure if train has stopped short at a platform marker board

Tell the Train Manager (or station staff) IMMEDIATELY

If the doors have been released, close them IMMEDIATELY, and tell the passengers to remain on the train

Contact the Signaller to report the incident and advise if anyone has fallen from the train

You must walk the FULL LENGTH of your train to check, and report back to the Signaller before proceeding

If the train is to draw forward or return in the wrong direction you must only do this when all doors are close and are no longer released

You must get the signaller permission before you make any of the following-

Wrong Direction movement

Movement towards a signal at danger

Any movement on a permissive platform

Before making the movement you must make sure you can do this without endangering anyone who has got off the train

Candidate understands the risks associated with a wrong side door release and the actions they would take should this occur.

If the doors are mistakenly released when not at a platform, or released on the wrong side when stood at a platform, then you must:

• close the power operated doors as soon as the mistake has been recognised.

• ensure all the train doors that have been mistakenly opened are closed.

• check that no person has alighted or fallen from the train onto the line.

• ensure the relevant emergency train protection is conducted (if appropriate).

• report the door incident to the Signaller and Avanti West Coast Control. This will

avoid allegations of wrong side equipment failure that would result in the train being

taken out of service.

• complete a AWC03 Operating Incident Report recording the circumstances and

hand it to your Line Manager at the end of your shift.

Candidate can adequacy verbalise the operation of the selective door opening system under normal and in fault conditions.

Automatic Selective Door Operation (SDO) is only applicable to the 11 car fleet (a manual switch is fitted to all class 390’s however it is not used or required on the 9 car sets)

Its design is to enable more platform versatility to our 11 car fleet.

The maximum number of rear vehicles that can be automatically or manually locked out of use is three. The manual system is only capable of locking the rear three vehicles, however, the automatic system can lock out the rear 2 or 3, dependant on platform length.

How does the Automatic system work

Normal operation:-

The rear TASS antennae is active on 11 car sets and reads the SDO balises positioned in the 4 foot at the designated platforms where SDO is authorised.

There are always 2 balises for SDO operation in case one fails

The TASS Antennae reads the first balise and automatically locks out the required number of rear vehicles.

The TASS Antennae then reads the second balise re-confirming the number of vehicles required to be locked out for that particular platform.

Note: The rear crew door is not affected by SDO.

In all cases, when coming to a stand and securing the cab at SDO platforms, the TMS SDO screen should be checked prior to releasing doors. (F3, More Options, Menu Option 3).

How does the Manual system work

In all cases, when coming to a stand and securing the cab at SDO platforms, the TMS SDO screen should be checked prior to releasing doors.

Use the manual SDO switch labelled ‘SEL. DOOR ENABLE’. This will lock out the rear 3 vehicles of the train when turned to the ‘Rear Cars Disabled’ position.

You must:-

Inform the Train Manager so a customer announcement can

be made to those in the rear 3 coaches.

Only operate the Manual switch after the train has come to a

stand, the TMS has been checked and before you enable the doors.

After receiving the RA/ready to start buzzer code, ensure the SDO switch

has been restored to the normal position.

Candidate has knowledge of the procedure in the event of train overrunning or failing to call at a station.

If you overrun the platform, you must:

Stop the train IMMEDIATELY

Inform the Signaller and work to their instructions

You may only return to the platform if:

You are given permission by the Signaller

The overrun is LESS than 400 metres

Any AHB crossing that you will pass over is either fitted with wrong direction controls or it has been taken under local control

You MUST change ends and drive from the leading cab back onto the platform!

Candidate has knowledge of the procedure in the event of train stopping out of course at a station.

If the train has been stopped out of course, you must find out the reason for the delay.

check - AWS or TPWS - equipment incase you’ve had a TPWS intervention for overspeed

inform signaller and work to their instructions.

Candidate understands the functionality of the 'Speed Set and the associated risks involved with its use.

keeps the train at it current speed

you’ll become

Candidate understands who to report faults and failures to,

Mantentance control

signaller

Candidate knows when to report a defect immediately or at the first opportunity.

immediately - any faults which create an immediate safety risk to trains, passengers

first opportunity - the defect does not required immediate stopping

Candidate knows where to avoid stopping the train to report a defect.

tunnels

viaducts

any other unsuitable location

Candidate can explain what is meant by the notion of a train being brought into service with certain defects under a maintenance concession

Candidate can explain what is meant by the term 'train may be brought into service as defective equipment not required to be useď'

when a piece of equipment is not needed on that specific train you can bring a train into service even if the equipment is defective

Candidate understands when a competent person can accompany the driver and who is suitable to act as a competent person in differing circumstances

TM for evacuations/fires

compantent driver for window broken or obsured

Candidate understands their responsibilities with regards to conducting another driver (both route & traction)

When working a train, you must have the necessary knowledge for the entire route over which you are to work, or be accompanied by a competent conductor driver.

If the conductor driver is not familiar with the type of traction concerned, you must explain before starting the journey:

• how to stop the train in an emergency

• where the emergency equipment is kept

• how to shut down the traction unit in an emergency.

If you are being conducted over a portion of line you are not familiar with, you must take note of signals, speed restrictions, ERTMS lineside signs and other features about the line.

If you are the conductor driver, you must:

take responsibility for the safe working of the train observe all signals and speed restrictions

drive the train if authorised and competent to do so

be competent in ERTMS on a train on which ERTMS is in operation.

If you are not driving the train, you must give the driver the necessary instructions concerning:

• signals

• speed restrictions

• gradients

• curves

• ERTMS driver machine interface (DMI) indications on a train on which ERTMS is on operation

• other features of the line the driver needs to know.

Candidate can explain the process if brakes are to be isolated

line block

which vehicle are affected

carry out rotational test

mark the wheel

Candidate understands their actions following activation of a hot axle box detector.

Candidate understands their actions following a dragging brake alarm or locked axle

Candidate is fully conversant with the procedure for carrying out a rotational test.

Candidate understands fault rectification and ramifications of isolation or defect with the equipment listed: (as per both Rule Book and Working instructions Class 390 Theory, AWCWI Module 12 and TW5 based questioning)

Air Suspension

Automatic Warning System (AWS

Broken or Obscured Windows

Drivers Safety Device (DSD) or Vigilance (DVD)

Coupler Hatch Open (Fully or Partially)

Brake

Continuity Switch (EBS

GSM-R

Headlight, Marker Light, and Taillight

Liteguards

Wheel Slide Protection (WSP) & Sanding Equipment

Speedometer

Train Door Interlock Cut-out Switch (TIS),

Train Protection Warning System (TPWS)

Faults Flash cards

Candidate can verbalise the actions they would take with regards to a TASS Intervention, TASS Warning and failure to register a balise.

Candidate understands the tilting mechanism and the actions they would take with regards to 'Hard Tilt Faults' on both the vehicle(s) and the pantograph.

Candidate understands the ramifications of the TASS Healthy' light not being illuminated, the isolation of the TASS process and the effect this has on the automatic operation of the selective door opening system.

Candidate can explain their actions should they take upon noticing trespassers or suspicious persons/objects.

Candidate can explain their actions should their train encounter a loss of line light

Candidate can explain their actions with regards to coasting to a stand following a loss of line light

Candidate can explain their actions following the operation of the automatic dropping device (ADD)

Candidate can explain how they would operate the ADD isolation cock and the effect that this has on the train

Candidate can explain their actions with regards to examination of the Pantograph/OLE following an operation of the ADD

Candidate understands the rule book instructions with regards to when a train can coast with their pantograph lowered.

Candidate can explain the procedure for coasting under the signaller's instructions (not high-speed coasting).

Candidate can explain the arrangements for ‘High-speed Coasting ‘

Candidate can explain their actions following a SPAD

Candidate can explain their actions following the activation of 'Passenger Alarm' or 'Emergency Egress' and when the "-ioidover' button can and cannot be used

Candidate can explain their actions following the activation of a Vehicle Passenger Overload Alarm'

Candidate can verbalise the risks associated with using the Train Management System' (TMS) whilst the train is in motion,