Rule Book Update September 2023
Module M1 covers dealing with a train accident or train evacuation. Module M2 covers dealing with a train stopped by train failure. The changes to each Module relate largely to the reduced use of detonators for assistance protection.
This page contains briefing materials to support the changes made to Modules M1 and M2.
Click each option below to learn more and watch our handy videos.
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An overview of the main changes to Modules M1 and M2
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An overview of the changes to detonator use in Modules M1 and M2
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Changes to Module M1: Dealing with a train accident or train evacuation
It’s no longer necessary to use detonators to protect a portion of a divided train that’s been left in a section.
Instead, a red light must be displayed on the rear of the divided portion, and there must be a white light on the front.
There are new instructions for signallers and drivers dealing with an assisting train that’s entering a section to remove a portion of a divided train. These have previously not been spelt out in the Rule Book.
The video below explains the changes in Sections 5.4 and 5.5.
We’ve also produced an anonymous self-assessment test that you can use to check your understanding of the rule changes.
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Changes to Module M2 Train stopped by a train failure
Risk assessment indicates a greater risk for a driver leaving a failed train compared with using detonators to reduce the risk of a collision between the assisting train and the failed train.
Based on this, the rules have been changed. Drivers of failed trains no longer need to place assistance protection. Instead, they’ll 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 get 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 hadn’t stopped at the assistance protection point, 300 metres from the failed train, and had exploded the detonators placed there.
GSM-R communication isn’t 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 can’t be set up during poor visibility, the driver of the failed train needs 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 needed 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’s no longer a need to provide assistance protection, Section 1.5 has been deleted. This means that exemption from the requirements on a permissive line no longer applies for this Rule Book Module. This is mostly because there’s no obvious reason that they should be any different.
The video below explains the changes in Section 1. Only Sections 1.1 and 1.4 have been updated, but to put the changes into context, the video covers the whole section.
The video below explains the changes in Section 2. Only Section 2.2 has been updated, but to put the changes into context, the video covers the whole section.
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.
WYou can use this anonymous self-assessment test to check your understanding of the changes.
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Industry view about the changes made to Rule Book Modules M1 and M2
