Rule Book Update September 2023

Gerald Riley, Principal Rail Operations Specialist, gives an overview of the main changes made to Rule Book Modules M1 and M2.

David Griffin, Principal System Safety Engineer, explains why detonator use as a protection device has been reduced in Rule Book Modules M1 and M2.

GERT8000-M1 Iss 7

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

There are new instructions for signallers and drivers dealing with an assisting train that is entering a section to remove a portion of a divided train. These have previously not been spelt out in the Rule Book.

This video explains the changes in 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 check your understanding of the rule changes.

GERT8000-M2 Iss 7

Risk assessment indicates a greater risk for a driver leaving a failed train compared to using detonators to reduce the risk of collision between the assisting train and the failed train.

Based on these findings, the rules have been changed. Drivers of failed trains are no longer required to place assistance protection. Instead, they will remain with the failed train. 

This requires the signaller to put the two drivers in communication by GSM-R. This will help the driver of the assisting train to 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). 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. This is because GSM-R communication would add little to an understanding of where the failed train is. 

If GSM-R communication cannot be set up during poor visibility, the driver of the failed train is required to meet the assisting train at a location the same as the former assistance protection point. The rules cover circumstances including where emergency protection is required during emergency special working, or temporary block working. In these situations, 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 exemption from the requirements on a permissive line no longer applies for this Rule Book Module. This is mostly because there is no obvious reason why they should be any different.

The video below explains the changes in Section 1, ‘If the train fails’. Only Sections 1.1 and 1.4 have been updated. To put the changes into context, the video covers the whole section.

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

The video below explains the changes in Section 3, ‘Providing assistance’. The video only covers updates to Sections 3.1, 3.2, 3.3 and 3.4.

You can use this anonymous self-assessment test to check your understanding of the changes.

Nick Edwards, Professional Head of Operations at DB Cargo, provides a view on the changes made to Rule Book Modules M1 and M2.