Rule Book Update September 2023

Gerald Riley, principal operations specialist, gives an overview of the main changes made to Rule Book Modules M1 and M2

David Griffin, principal system safety engineer, provides background information on why changes to Rule Book Modules M1 and M2 about the reduced use of detonators as a protection device have been made.

GERT8000-M1 Iss 7

These rules have been reviewed as part of a wider discussion about reducing the use of detonators.

It will no longer be necessary to use detonators to protect a portion of a divided train that has been left in section. Instead, a red light must be displayed on the rear of the divided portion, and a white light on the front.

Instructions have been introduced for signallers and drivers dealing with an assisting train entering a section to remove a portion of a divided train, which have previously not been spelt out in the Rule Book.

The following video explains the changes made to Section 5.4 - If the two portions cannot be recoupled and Section 5.5 - Dealing with an assisting train.

We have produced an anonymous self-assessment test that you can use to gauge your understanding of the rule changes.

GERT8000-M2 Iss 7

These rules have been reviewed as part of a wider discussion about reducing the use of detonators.

Risk assessment work has demonstrated that the possible risks to a driver leaving the failed train are greater than the contribution of detonators to reducing the risk of collision between the assisting train and the failed train.

Based on the findings of that work, the rules have been changed so that the driver of the failed train is no longer required to place assistance protection, but will instead normally remain with the failed train.

This requires the signaller to put the two drivers in communication by GSM-R, principally so that the driver of the assisting train can be given as exact information as possible about the location of the failed train, and any other relevant details.

The assisting train, as well as being required to proceed at caution, must not exceed a speed of 25 mph (40 km/h) at any point. This speed approximates to the required braking distance that would be available under the present rules. These apply if the assisting train had not stopped at the assistance protection point, 300 metres from the failed train, and had exploded the detonators placed there.

GSM-R communication is not a requirement if the failed train can clearly be seen from the location where the assisting train is waiting to proceed towards it, because this method of communication would add little to an understanding of where the failed train is situated. However, if GSM-R communication cannot be set up during poor visibility, the driver of the failed train is still required to leave that train and meet the assisting train at a location normally the same as the former assistance protection point. The rules cater for a variety of circumstances including those in which emergency protection is required during emergency special working, or temporary block working. In that situation the rules explain the actions of the driver of the failed train, which were not clear previously.

As there is no longer a need to provide assistance protection, section 1.5 has been deleted. This means that the present exemption from any of the requirements in this module on a permissive line no longer applies, as there is no obvious reason why they should be any different.

The following video explains the changes made to Section 1 - If the train fails. Only 1.1 and 1.4 have been updated, but the video covers the whole section to help put the changes into context.

The following video explains the changes made to Section 2 - Protecting the failed train with emergency protection. Only 2.2 has been updated, but the video covers the whole section to help put the changes in context.

The following video explains the changes made to Section 3 - Providing assistance. The video only covers the sections updated 3.1, 3.2, 3.3 and 3.4.

We have produced an anonymous self-assessment test that you can use to gauge your understanding of the rule changes.

Nick Edwards, Professional Head of Operations at DB Cargo, gives an industry view on the main changes made to Rule Book Modules M1 and M2.