M&EE Networking Group

Transcription

1 COP0113 Issue 5 November 2011 Code of Practice for Professional Driving of OTM M&EE Networking Group

2 No COP0113 This document M&EE was withdrawn Networking by M&EE Group Networking Code Work on of 01/01/2018 Practice for Issue 5 Professional Driving of OTM Date Nov 2011 Page 2 of 8 Document revision history Issue Date Reason for change 1 Jun 03 First issue (now withdrawn) 2 Oct 04 Document reviewed (now withdrawn) 3 Jul 05 Document reviewed (now withdrawn) 4 Jan 09 Document reviewed and overall format revised (withdrawn Sept 2011) 5 Nov 11 Reissued and updated to take account of changes in industry standards and the recognition of the introduction of the M&EE Professional OTM Driver Handbook. Background A sub-group of the M & EE Networking Group have looked at industry good practice with the purpose of establishing a professional OTM driving policy. The M&EE Networking Group makes no warranties, express or implied, that compliance with this document is sufficient on its own to ensure safe systems of work or operation. Users are reminded of their own duties under health and safety legislation. Sub-group Contacts John Shields john.sheilds@babcock.co.uk Neal Fussey neal.fussey@volkerrail.co.uk Alan Smith alan.smith@bbrail.com Steve Gear sgear@harsco.com John Gribble john.gribble@amey.co.uk

3 M&EE Networking Group Code of Practice for No COP0113 Professional Driving of OTM Issue 5 Date Nov 2011 Page 3 of 8 Sign off The M&EE Networking Group agreed and signed off this Code of Practice on 10 November 2011 and published on 3 March 2012 Amey N Whisler Driving Standards Manager Babcock Rail J Shields Operations Standards Manager Balfour Beatty Rail A Smith Driving Standards Manager COLAS RAIL A McCall Rail Operations Standards Manager Harsco Rail Ltd S Gear OTM Operations Manager VolkerRail N Fussey Operations Manager Purpose Based on the principles of defensive driving, the purpose is to provide an overview of the professional driving techniques applicable to OTM drivers. Its aim is to maintain a high level in the safety performance of drivers with the overall objective of reducing the instances of Signals Passed at Danger and other safety related operational incidents to a level that is as low as is reasonably practicable. Scope This code of practice applies to drivers and managers who are responsible for the training, assessment and performance monitoring of OTM drivers. It does not cover the broader issues associated with professional train driving policies which can be found in the M&EE Professional OTM Driver Handbook or company policies and instructions, nor does it seek to replace braking instructions which are specific to different traction types.

4 No COP0113 This document M&EE was withdrawn Networking by M&EE Group Networking Code Work on of 01/01/2018 Practice for Issue 5 Professional Driving of OTM Date Nov 2011 Page 4 of 8 Definitions Defensive Driving Defensive driving is a core component of professional driving. It is a driving technique which actively encourages a driver to anticipate and respond appropriately to operating and environmental conditions, specifically: cautionary and stop signals; prevailing weather conditions; approaching stations, buffer stops and other rail vehicles; failure or isolation of warning or protection systems such as Automatic Warning System, Train Protection and Warning System, Automatic Train Protection or Train Control System; degraded operation, such as temporary block working or single line working; local events and influences, such as known locations of low adhesion or local weather conditions. Duty Holder OTM Professional Driving The company under who s Railway Safety Certificate the OTM/Train is being driven. On Track Machine A combination of personal attitudes, behaviours and train driving techniques which minimises the risk of driver error and enables the driver to mitigate the effects of system and equipment failures and the errors of others. It includes defensive driving and the control of risks caused by behaviour and other factors arising within and outside the work environment. Professional driving involves meeting, and often exceeding, minimum competence requirements and seeking opportunities for further improvement in safety performance

5 M&EE Networking Group Code of Practice for No COP0113 Professional Driving of OTM Issue 5 Date Nov 2011 Page 5 of 8 1 Responsibility 1.1 The Duty Holder is responsible for all decisions regarding the application of this code of practice. 2 Professional Driving 2.1 The M&EE Networking Group is committed to the reduction of SPAD incidents and other safety and operational incidents involving trains on Network Rail managed controlled infrastructure. 2.2 Professional Driving is a proven driving technique to improve safety performance and reduce operational risk, based on the concept of Defensive Driving. It enables a driver to a) Demonstrate the ability to maintain concentration b) Anticipate and assess situations c) Make decisions based on experience and training to enable appropriate action to be taken when operational and environmental conditions requires a change in driving technique. 2.3 Whether driving on the operational railway or within a T3 possession the driver must remain vigilant at all times and be consciously thinking ahead to ensure appropriate action can be taken in the event of an out-of-course situation. 2.4 The following information has been developed to provide drivers with guidance on the driving techniques required to meet the aims and objectives of this Code of Practice. 3 Training and Competence 3.1 To demonstrate Professional Driving, drivers rely on a thorough knowledge of the route and a detailed understanding of the driving characteristics of the OTM being worked. 3.2 The contents of this Code of Practice should be considered when undertaking driver training and practical assessment to enable new and experienced drivers to benefit.

6 No COP0113 This document M&EE was withdrawn Networking by M&EE Group Networking Code Work on of 01/01/2018 Practice for Issue 5 Professional Driving of OTM Date Nov 2011 Page 6 of Duty Holders should ensure that the contents of this Code of Practice are discussed with drivers to provide guidance on the following defensive driving techniques: a) Running under restrictive aspect signals b) Approaching signals at danger c) Low adhesion d) Possession working. 4 Professional OTM Driver Handbook 4.1 The M&EE Professional OTM Driver Handbook provides drivers with the knowledge of the skills required to be able to apply the highest standards of professionalism. The techniques outlined within the Handbook have been developed with input from examples of good practice in driving techniques. 4.2 The following items are detailed in the handbook: a) Acting Professionally b) Managing Lifestyle and Fatigue c) Non-technical skills d) Maintaining professional working environment e) Safe working techniques and professional driving f) Working Safely g) Non Technical Skills h) Errors and violations i) Situational awareness j) Risk triggered commentary k) Your route know your hazards l) Route conducting m) Train Protection Warning System (TPWS)

7 M&EE Networking This document Group Code was withdrawn of Practice by M&EE Networking for Work on 01/01/2018 No COP0113 Professional Driving of OTM Issue 5 Date Nov 2011 Page 7 of The handbook comprises of three sections: Section 1 Professional OTM driving Introduction Key Principle 1 Acting professionally Key Principle 2 Managing Lifestyle & Fatigue Key Principle 3 Maintaining professional working environment Key Principle 4 Safe working techniques Key Principle 5 - Working safely Section 2 Guidance and supporting information Non Technical Skills Errors and violations Situational awareness Risk triggered commentary Your routes know your hazards Section 3 General Operating Instructions Route conducting Driver Reminder Appliance (DRA) Train Protection Warning System (TPWS) References Uncontrolled When Printed DOCUMENT GE/RT8000 ATOC/GN007 M&EE/PDH GO/RT3119 ROGS TITLE RULE BOOK ATOC GUIDANCE NOTE DEFENSIVE DRIVING TECHNIQUES PROFESSIONAL OTM DRIVER HANDBOOK RAILWAY GROUP STANDARD - ACCIDENT AND INCIDENT INVESTIGATION THE RAILWAYS AND OTHER GUIDED TRANSPORT SYSTEMS (SAFETY) REGULATIONS 2006 AND AS AMENDED

8 No COP0113 This document M&EE was withdrawn Networking by M&EE Group Networking Code Work on of 01/01/2018 Practice for Issue 5 Professional Driving of OTM Date Nov 2011 Page 8 of 54 Appendix A Professional OTM Driver Handbook The following pages are a stand-alone handbook.

9 M&EE Operations Group Professional OTM Driver Handbook M&EE PDH (CoP0113 Appendix A) Page 1 of 46 Issue 1 May 2011

10 Contents 1 Section 1 Professional OTM driving Introduction 4 Key Principle 1 Acting professionally 6 Key Principle 2 Managing Lifestyle & Fatigue 7 Key Principle 3 Maintaining professional working environment 9 Key Principle 4 Safe working techniques and professional OTM driving 12 Key Principle 5 - Working safely 30 2 Section 2 Guidance and supporting information Non Technical Skills 32 Errors and violations 33 Situational awareness 34 Risk triggered commentary 36 Your route know your hazards 37 3 Section 3 General Operating Instructions Route conducting 39 Driver Reminder Appliance (DRA) 40 Train Protection Warning System (TPWS) 41 M&EE PDH (CoP0113 Appendix A) Page 2 of 46 Issue 1 May 2011

11 Section 1 Professional OTM Driving M&EE PDH (CoP0113 Appendix A) Page 3 of 46 Issue 1 May 2011

12 Introduction Uncontrolled When Printed The benefits of applying professional techniques are now widely recognised within the rail industry as the key to improved safety performance. This handbook is designed to provide OTM drivers with the knowledge and skills required to apply the highest standards of professionalism. The techniques outlined within this handbook have been developed with input from examples of good practice in OTM driving techniques. This handbook comprises of three sections: Section one: Prescribes core instructions and techniques to be applied by all OTM drivers. These are mandatory and form part of normal assessment and monitoring. Section two: Provides supporting guidance on useful techniques which can assist you to reduce the likelihood of error. Section three: Contains additional information to support the Rule Book and other operating instructions. Should you need support or guidance on how to apply the techniques in this handbook, or you would like a demonstration of the techniques expected, please contact your Supervisor / Manager. SUMMARY SECTION 12 SECTION 11 SECTION 10 SECTION 9 SECTION 8 SECTION 7 SECTION 6 SECTION 5 SECTION 4 SECTION 3 SECTION 2 SECTION 1 M&EE PDH (CoP0113 Appendix A) Page 4 of 46 Issue 1 May 2011

13 Key principles Being a professional OTM driver and applying professional techniques are summarised by the following five key principles: 1. Having the right attitude and acting professionally at all times. 2. Preparing yourself by taking personal responsibility for managing lifestyle, fatigue and external problems. 3. Maintaining a professional working environment and controlling distractions. 4. Consistently applying safe working and professional driving techniques in all situations. 5. Remembering: If you can t do it safely don t do it at all. Supporting instructions on how to meet the five key principles are provided within this section of the handbook. They summarise the key risks and controls that you will be expected to apply to reduce the likelihood of error. M&EE PDH (CoP0113 Appendix A) Page 5 of 46 Issue 1 May 2011

14 Key Principle 1 Acting professionally Understanding the issue / risk Ask yourself why is it that some OTM drivers are not involved in operational incidents? An underlying reason is their attitude and professionalism towards the job in terms of appearance, mindset and commitment to deliver high work standards in a consistent manner. Key personal attributes The key personal attributes expected of you are: Taking pride in being a professional OTM driver, having the willingness to act professionally when dealing with work colleagues, contractors and Network Rail staff. Ability to assess risks, prioritise actions and solve problems logically. Ability to raise attention levels and switch attention to focus on priorities where necessary. Having the ability to work alone, thinking and acting professionally even when unsupervised. This involves being conscientious and motivated to follow rules and procedures even when under pressure. Having the ability to communicate clearly and effectively. Recognising that experience isn t everything and there is always scope to improve. Being open to improvements, willing to accept change and cooperating with others in a positive manner and also with an open mind. Being an effective team player and working together safely. M&EE PDH (CoP0113 Appendix A) Page 6 of 46 Issue 1 May 2011

15 Key Principle 2 Managing lifestyle and fatigue Understanding the risk There are a whole range of issues that can impact on performance at work. For example, sleep, medication and home life. It is important to remember because of your role, you have a personal responsibility to come to work in fit state, both physical and mentally. If you do not, the likelihood of error through fatigue or lack of focus on-the-job greatly increases. Typical errors and factors which can lead to incidents Coming to work not properly rested. Failing to advise your line manager of personal issues/major life events which may impact on your ability at work to concentrate. Not being aware that you are more likely to be involved in an operational incident following a few days off or after annual leave. Arriving at work late and rushing at the last minute. Not recognising the danger signs of drowsiness whilst at work and not taking measures to raise alertness. Techniques to reduce the likelihood of error Ensure you are well rested both physical and mentally. If you believe your fitness could be affected for whatever reason, speak to your manager. Allowing plenty of time to get to work to avoid the stress of traffic or train delays and rushing at the last minute. This approach enables a calm and controlled start to work with adequate time to prepare and take note of any changes to your work schedule, operational restrictions and new notices etc. If you are delayed on your journey to work, keep your manager informed. If you do arrive late at work, never cut corners to make up time. Should anything outside work be seriously affecting your concentration levels such as bereavement / family illness / divorce or financial problems, contact your manager in confidence. Remember to be extra cautious when returning from leave. Ensure you are fully familiar with any changes or amendments which affect your work. Techniques to reduce drowsiness whilst at work M&EE PDH (CoP0113 Appendix A) Page 7 of 46 Issue 1 May 2011

16 The only This cure document for feeling was withdrawn drowsy and by M&EE tired Networking is sleep. Work on 01/01/2018 However there are temporary steps you can take that should increase your alertness. These include: Ensure your mess room / cab is not too hot: turn off the heating, turning air conditioning on or open windows to increase ventilation. Have a drink of cold water, eat a sandwich or a piece of fruit. If the opportunity arises get up out of the driving seat and walk around the cab. If you know when you are likely to be feeling tired, drink a cup of strong coffee at least two hours prior to that time. If you often get drowsy at work, you may want to ask yourself why? The usual reason is simply that you re not getting enough good deep sleep. If you feel that you may be affected by drowsiness or fatigue, which you are unable to deal with yourself, advise your manager. Techniques to cope with shift work Depending on your point of view, shift work can be a boon or a curse. On the plus side, working nights or unsociable hours gives you the time to do your own thing away from the crowds. But chronic tiredness, health and relationship problems and difficulties at home are all common complaints. Understand your body clock and the best times to sleep and eat when working shift work. Create a good environment so that you can get a good unbroken sleep (blackout curtains, turn off your mobile, wear ear plugs etc.). Ensure you get sufficient exercise. Eat healthily but don t eat a large meal just before you go to bed. Caffeine in tea and coffee is good to keep you awake but don t drink it 2-3 hours before going to bed Involve your family in creating your techniques to ensure they understand the need for you to sleep. M&EE PDH (CoP0113 Appendix A) Page 8 of 46 Issue 1 May 2011

17 Key Principle 3 Maintaining professional working environment 3.1 Understanding the risk Maintaining a professional working environment is a key part of being a professional OTM driver. If you are not in possession of the right information or fail to manage your work environment correctly, the likelihood of error through distraction significantly increases. 3.2 Typical errors and factors which can lead to incidents Not being aware of relevant information about the working of a machine. Failing to prepare the driving cab/machine correctly. Permitting unauthorised persons into the driving cab. Allowing your attention to be distracted by faults, failures and other issues at critical times such as approaching signals or other vehicles within a possession. Using unauthorised personal electronic equipment whilst performing safety critical tasks. M&EE PDH (CoP0113 Appendix A) Page 9 of 46 Issue 1 May 2011

18 Techniques to reduce the likelihood of error When signing on Proactively report any issues associated with notices, supply of equipment and the condition of facilities. Ensure you take note of all the relevant notices. Check that your equipment is in full working order, for example hand lamp, your HVV and other PPE is clean. About the depot/siding Report any hazards around the depot or siding. For example: oil spillages, loose hose pipes, broken raised walkways, excessive build up of rubbish, rail components, broken fencing etc. Ensure equipment and infrastructure such as wheel scotches, not to be moved boards, etc. are in good working order. Where there are deficiencies or defects these have been recorded and are actively followed up. Ensure signalling equipment is clearly visible and fully working. Establishing the fitness of the OTM Before attempting any movement ensure that all pre start checks have been completed. Ensure that no other member of staff is working on the machine and all Not to be Moved boards have been removed. Ensure all under slung equipment has been checked for correct stowage. Ensure all safety system checks are carried out, these include: lights, radios, DSD, AWS, TCA etc. M&EE PDH (CoP0113 Appendix A) Page 10 of 46 Issue 1 May 2011

19 Working on your OTM Ensure a safe system of work has been set up prior to working and you and your colleagues are fully aware of the details. If you are maintaining your OTM in a siding, ensure the points that give access to the line you are working on are clipped and padlocked. Ensure the OTM is secured correctly, i.e. handbrake and wheel scotches. Managing your cab environment Always allow yourself sufficient time to prepare your machine and set up your cab correctly. Ensure you use the DRA (if fitted) at the correct times. Keep the cab clean and tidy. The sun visor is suitably adjusted for the conditions. Have work documents close to hand but do not read them whilst on the move. If you have a company mobile phone or any other electronic equipment associated with the work, these must only be used in compliance with the company process. The use of personal mobile phone and/or other personal electronic device within the driving/operating compartments is prohibited. Conversations must not take place with driving cab visitors unless absolutely necessary. Except when using radios to control movements avoid answering any other radio call. Do not get distracted by trying to fix a defect or read what has been recorded in the defect book at critical times. M&EE PDH (CoP0113 Appendix A) Page 11 of 46 Issue 1 May 2011

20 Key Principle 4 Safe working techniques Introduction Uncontrolled When Printed Applying professional standards consistently in all situations is the key to safe working. These are the basic skills required to comply with competence standards and to ensure any movements on the main line and whilst within a possession are carried out in a safe manner. Key Principle 4 details the core techniques for OTM train movements in normal and degraded situations. These are often referred to within the rail industry as professional techniques. They are based on good practice developed by many railway companies and as a result, this concept has significantly assisted to improve safety performance. Core techniques include: Avoiding incidents on a depot / within a siding Avoiding SPADs Avoiding incidents within a possession Avoiding wrong routing Adverse weather driving Minimising error during degraded operations Effective communications. M&EE PDH (CoP0113 Appendix A) Page 12 of 46 Issue 1 May 2011

21 4.1 Avoiding incidents on a depot / in a siding Understanding the risk Generally, a higher propensity of operational and occupational incidents occurs on depots or within sidings and may result in personal injury. Often these can be overlooked by drivers who perceive shunting as a low risk activity. Errors leading to collisions and derailments Failure to reach a clear understanding due to poor safety critical communications. Not checking points are set correctly. When stabling OTMs, leaving them foul of other lines and not reporting it. Taking a chance that another train / vehicle is clear in an adjacent siding. Not fully understanding the meaning/indications from a depot protection system resulting in a derailment on the derailer. Failing to drive or control the train from the leading cab. Exceeding the permitted speed limit. When leaving the OTM, not securing it correctly, possibly resulting in a runaway. Failing to fully check that all wheel scotches and de-railers are removed / lowered before moving off. Techniques to avoid collisions and derailments Ensure all persons involved in a shunting movement fully understand what is required and that a clear understanding is reached before any movement commences. Make sure there is no risk of miscommunication. Use the phonetic alphabet and maintain the correct safety critical communications protocol for all communications relating to shunting. Know which points and/or signals are applicable to the movement including the direction and limit of the shunt movement especially where shunting signals / depot protection are involved. If you lose sight of any hand signals or lose communications with the shunter stop the movement. M&EE PDH (CoP0113 Appendix A) Page 13 of 46 Issue 1 May 2011

22 Techniques to avoid collisions and derailments (cont.) If it is a complex movement, split it up into smaller movements which can be easily remembered and communicated to relevant parties. When other movements are taking place or more than one train is in a siding ready to depart, make sure any instructions, hand signals or fixed signals are for you never take a chance. Make sure all points for the movement have been correctly set including no clamps, scotches or blocks have been placed in or on the blades. Maintain a good lookout for trains/vehicles left foul. Do not take a chance with clearance. During a reverse movement involving hand points, as far as possible make sure the whole train movement is clear of all points which become facing for the next movement. Ensure all facing points are correctly fitting (including spring points) before commencing any reversing movement. If you are not sure of the movement don t take a chance ask. M&EE PDH (CoP0113 Appendix A) Page 14 of 46 Issue 1 May 2011

23 4.2 Avoiding Start Against SPADs Understanding the risk When starting an OTM, there is the potential for Start Against Signal (SAS) SPAD. This type of SPAD presents a significant risk as not all signals are fitted with TPWS and the driver often believes the SPADed signal was showing a proceed aspect and accelerates the train accordingly. Typical errors leading to start against SPADs Not checking the signal, assuming it is displaying a proceed aspect. Not using the DRA (where fitted) as a safety reminder. Resetting the DRA (where fitted) without checking the signal. Looking at the wrong signal. Failure to control distraction. Techniques to avoid start against signal (SAS) SPADs: Avoid being distracted taking over from another driver. Ensure the DRA (where fitted) is set and don t let resetting the DRA become an automatic action. If you are in doubt as to a signal aspect or whether the signal applies to you, don t take the chance, check with the signaller. Never make assumptions at locations where the signal is usually clear. M&EE PDH (CoP0113 Appendix A) Page 15 of 46 Issue 1 May 2011

24 4.3 Driving under restrictive signal aspects Understanding the risk Failure to react correctly to a caution aspect can result in a significant overrun past a red signal. Where fitted, TPWS has the potential to reduce the risk but this depends on the speed and braking capabilities of the train. The train could still reach a conflict point ahead of the signal (e.g. junction/crossover etc.) Typical errors when running under restrictive aspects: Assuming that a signal will step up to a less restrictive aspect. Not taking positive action to reduce the train speed. Subconsciously responding to AWS warnings. Lack of concentration. Minimising error when running under restrictive signal aspects Take positive action according to the operating conditions. This will involve planning ahead and may involve shutting off power, coasting or applying the brake. Always expect the next signal to be displaying a red aspect. If you are unsure about the aspect you received in the previous signal or you become disorientated by fog, always apply the brakes and be prepared to stop at the next signal. Never chase restrictive signal aspects. Adjust your speed to allow the train in front to clear. Do not allow yourself to become distracted when receiving successive signals showing restrictive aspects or when repetitively acknowledging the AWS warning due to PSRs, TSRs or cautionary signals. It is easy to become accustomed to cancelling without acknowledging the reasons why. Concentrate on the job in hand stopping at the red signal. M&EE PDH (CoP0113 Appendix A) Page 16 of 46 Issue 1 May 2011

25 4.3 Stopping at red signals Understanding the risk The primary risk is SPADing the signal and fouling the conflict point and colliding with another train. Errors are typically made as a result of drivers: Misjudging braking and approaching the signal too fast. Assuming the signal will clear on approach. Aiming to stop too close to a signal when there is no requirement to do so. Focusing attention on other issues rather than the red signal ahead. Reading through or reading across to another signal. Techniques to avoid SPADs when approaching signals Reduce train speed gradually and continuously when approaching a red signal, planning to stop well before any signal. When you are approaching a signal you have not stopped at before, or other signals where you are uncertain of their exact location: Brake early and kill your speed; Beware that the signal may have restricted sighting - do not wait until you view the AWS magnet. Allow for the unexpected such as low adhesion. If a signal clears from a red to a cautionary aspect as the train approaches it; remind yourself of the cautionary aspect using risk triggered commentary. M&EE PDH (CoP0113 Appendix A) Page 17 of 46 Issue 1 May 2011

26 15 x 20 Rule The following speed/range must be used on the final approach to a signal at danger under normal rail head conditions: Adopt the 15 x 20 rule. Aim to be doing no more than 15mph at 200 metres from the signal and stop 20 metres from the signal. Whenever possible, position your OTM/Train so that the whole signal including any subsidiary indications is clearly visible through the front cab window. M&EE PDH (CoP0113 Appendix A) Page 18 of 46 Issue 1 May 2011

27 4.4 Avoiding incidents within possessions Understanding the risk The working of OTMs into, out of and within possessions increases the level of operational risk as normal signalling and interlocking do not apply. Additionally, movements are authorised on the basis of verbal instructions where the importance of reaching a clear understanding about what is required is paramount. Examples of operating incidents in possessions include: SPADs; unauthorised movements passed marker boards or over level crossings; collisions and derailments. Errors leading to incidents within possessions Failure to reach a clear understanding of the possession arrangements due to poor safety critical communications. Making assumptions. Accepting authority for a movement into or out of a possession from other than the correct person. Travelling too fast and not taking account of the visibility of the route ahead and the prevailing weather conditions. M&EE PDH (CoP0113 Appendix A) Page 19 of 46 Issue 1 May 2011

28 General This techniques document was to avoid withdrawn incidents by M&EE Networking within possession Work on 01/01/2018 During the site briefings from the PICOP and Engineering Supervisor check that there are no changes to the published arrangements. Use your Weekly Operating Notice (WON), or amendment notice to confirm all limits. Never just accept that the individual who tells you to do something is right to do so. Know the rules. Don t be afraid to challenge anything that s you suspect is not right. When entering and exiting from a possession ensure you gain the personal authority of the signaller before proceeding. Remember You need authority to pass any signal at danger in a T3 possession don t assume they do not apply to your movement. Ensure you fully understand requirements such as: o o o o o o o o Uncontrolled When Printed Limits of the possession and the location of protection. Location and position of Worksite Marker Boards. The location and specific instructions for each level crossing that is required to be passed over. The nature of work activities being carried out. Movements of any other rail vehicles, engineering trains and/or on-track plant. Any adjacent lines open to normal or degraded train movements. Arrangements providing for entry into, or exit from, a Possession or Worksite at an intermediate point. Arrangements for the taking, or giving up, of a possession around a train. Ensure you regulate your speed according to the conditions and always ensure you can stop short of any obstruction. M&EE PDH (CoP0113 Appendix A) Page 20 of 46 Issue 1 May 2011

29 Techniques to avoid SPADs within possession protecting signals Ensure you fully understand who has authority to authorise you to pass the Protecting Signal when entering a possession, or to pass the detonator protection when leaving a possession. M&EE PDH (CoP0113 Appendix A) Page 21 of 46 Issue 1 May 2011

30 Techniques to avoid SPADs within possession - marker boards Ensure you fully understand who has authority to authorise you to pass engineering marker boards within possessions. M&EE PDH (CoP0113 Appendix A) Page 22 of 46 Issue 1 May 2011

31 Techniques to avoid SPADs within possession at CCTV level crossings If you know you are working within a possession, refresh yourself on the route and key features such as the location of level crossings. Remember you must obtain the authority of the PICOP (or when the movement is taking place within a worksite, the engineering supervisor) to pass any signal at danger within a possession. If you believe there are level crossings or signals which the PICOP / Engineering Supervisor should have discussed with you don t be afraid to clarify the situation and, if necessary, ask the PICOP to reconfirm with the signaller the operating conditions of the crossing. Never assume that the route has been set or that a level crossing attendant has been provided. Understand the situation from a signaller s perspective level crossings cannot be closed to road traffic for long periods of time as this increases the risk from a road user perspective. possession M&EE PDH (CoP0113 Appendix A) Page 23 of 46 Issue 1 May 2011

32 Tec Techniques to avoid excess speed and collisions within possession Always travel at a safe, reduced speed based on: a) The OTM braking capability and the distance ahead which you can see is clear, allowing for: darkness, fog or falling snow curvature of the line anything else affecting your view. is made to 40mph, this Give consideration to factors such as low adhesion conditions and the nature of the degraded operations which apply within the engineering possession. For example: a) Signals: Don t be misled by any signals displaying a proceed or caution aspect, as the line ahead could be occupied. b) Points: Approach at all caution all points, swing nose crossings and switch diamonds and make sure, if possible, they are in the correct position. You must not pass over these points or crossings at more than 15 mph. c) Level crossings: You must carry out the instructions that you are given about passing over a level crossing. d) Speed Restrictions: All permanent, temporary and emergency speed restrictions for the line still apply when travelling in the wrong direction. Remember you will generally approach these without any warning or signs to indicate the commencement of the restriction. e) Other trains/vehicles and obstructions: You may encounter other trains, vehicle movements, propelling of vehicles and also obstructions on the line, particularly in worksites. f) Persons working on the track: Whilst controls are in place to protect the persons working on the track, you still need to be very alert and expect the unexpected. M&EE PDH (CoP0113 Appendix A) Page 24 of 46 Issue 1 May 2011

33 4.5 Adverse Weather Understanding the risk Adverse weather such as snow and fog can have a significant effect on your ability to see the route ahead, especially signal indications that may have become obscured by snow. Braking systems and other air operated systems such as the warning horn may become defective therefore increasing the likelihood of an incident. Low adhesion is also a factor that could be encountered and could result in operational incidents such as SPADs or buffer stop collisions. Errors leading to incidents Not allowing for possible low adhesion when approaching signals at danger. Low adhesion can also be encountered within depots and sidings you should be prepared to react. Not taking into account the signs indicating low levels of rail adhesion. Taking a chance on the aspect of a signal, which is obscured by snow, is showing proceed. Driving too aggressively for the conditions. Techniques to avoid incidents during severe weather Never take a chance on a signal aspect that is obscured by snow. Stop and report it. Take extra care during fog, if you become disorientated or cannot clearly make out signals or handsignals etc. Stop and check. When driving, look for the signs of low adhesion such as: Changes in weather / rail head conditions. Contaminated or black rails, The driving wheels spinning when the OTM is accelerating. When approaching buffer stops, or stabled vehicles, slow the OTM down earlier than normal. Carry out all additional running brake tests as required by the rules and braking instructions for the type of machine you are driving. This will give you the feel of the rail conditions and enable you to adjust your braking technique accordingly. M&EE PDH (CoP0113 Appendix A) Page 25 of 46 Issue 1 May 2011

34 4.6 Avoiding wrong routing Understanding the risk The key risks include a train entering a route which the OTM driver is not competent to operate over and degraded operations are required to get the train back to right line. Examples of errors leading to wrong routing: Lack of detailed route knowledge when encountering infrequently made movements. Over reliance on past experience not checking the route and assuming the correct signal has been cleared. Typical issues that can influence this type of error include: Restricted sighting of the junction signal. Trains on adjacent lines obscuring your view of the junction signal. You not being aware that the junction is a hotspot for wrong routing. Techniques to avoid wrong routing Beware of the risks which lead to a driver taking the wrong Make yourself aware of the locations where there is a history of wrong routing of trains and the reason why. Don t be misled by a green signal at a junction and start to relax, check the route or a junction indicator has been cleared and the indicator is the correct one for your route. If you are not sure whether the route is correct - check with the signaller first stop and ask! M&EE PDH (CoP0113 Appendix A) Page 26 of 46 Issue 1 May 2011

35 4.7 Minimising error during degraded operations What are degraded operations? There are many reasons for degraded operation such as track circuit failures, signal failures, examining the line for track defects and bridge strikes. This often will result in trains being authorised to pass a signal at danger or implementation of temporary block working. Understanding the risk The key risk associated with this type of working is that when an OTM is being authorised to pass a signal at danger, the protection afforded by the interlocking of the signalling equipment is no longer provided. In summary, the safe working of the train is solely in the hands of you and the signaller. If arrangements are not fully understood or set up correctly, it can result in a SPAD, points run through, derailment/collision or other operating incident. Examples of errors Failing to reach a clear understanding of what is required with signallers / hand signallers. During temporary block working, failing to appreciate the limits of authority and making assumptions where the last signal is located. Driving too fast when required to proceed at caution Techniques to reduce the risk of error Always check and double check what is required and the reasons why. Remember when proceding with caution you must be in a position to stop short of any obstruction regardless of the conditions. Check both facing and trailing points and don t make assumptions that the signaller has set these correctly. We can all make mistakes. Remember - Just because someone has many years experience or appears to be confident it doesn t mean that they are right. If it doesn t feel right from your perspective, it probably isn t. Stop and ask. M&EE PDH (CoP0113 Appendix A) Page 27 of 46 Issue 1 May 2011

36 4.8 Communications Understanding the risk Poor communication has been a contributory factor in 90% of all railway incidents/accidents. Typical errors associated with communications Failure to reach a clear understanding. Not using safety critical communication protocols. Communicating non-essential information at critical times resulting in distraction. Minimising the risk of miscommunication To prevent misunderstandings, always use the phonetic alphabet. This is especially important when stating signal numbers or train headcodes. Where possible, use the Rule Book predefined phrases. At the end of any message repeat back any instructions you have been given so that both of you can be sure you have fully understood it. Ensure you are 100% sure of the instructions you have received. If you are in any doubt whatsoever, ask again. Understand the barriers to professional communications. Remember communications could also be in written format. It is important to ensure any message is clear and concise. M&EE PDH (CoP0113 Appendix A) Page 28 of 46 Issue 1 May 2011

37 Mobile phones Mobile telephones when used in the right circumstances can be a safe and effective means by which to communicate. However, if used irresponsibly or in the wrong circumstances, they can result in distractions which are a major contributory cause of operational incidents including SPADs. You must not use a mobile phone: At any time when in control of a moving train. When riding within a cab for example route learning / refreshing. To communicate with a Signaller when entering or existing a possession. In all such cases the relevant Signal Post Telephone (SPT) or CSR/NRN (if the OTM is in a limited clearance area) must be used so that the signaller can precisely identify the train s location and provide instructions accordingly. You are (subject to company instruction) permitted to use a mobile phone Within a possession/engineering work site in order to conduct essential communication(s) with Engineering Staff, the PICOP or the Signaller regarding required arrangements or movements. When communicating with a Signaller in circumstances where there is no other safe means of doing so (i.e. where the signal post telephone (SPT) is plated and to use it could engender exposure to unnecessary danger, if the on-board CSR/NRN communications equipment has failed, or there is a CSR/NRN black spot where this equipment cannot be reliably used). When the OTM is stationary to communicate with Operations Control/on-call personnel about operational safety matters. To call for the Emergency Services. In all circumstances the OTM must be stationary with the brake fully applied; the power controller in neutral and it is safe to do use the phone without causing distraction. M&EE PDH (CoP0113 Appendix A) Page 29 of 46 Issue 1 May 2011

38 Key Principle 5 Working safely You are working in an environment where the safety of our employees is foremost. You must never engage in improper conduct or other behaviour that is likely to endanger your safety or the safety of others. The rules, operating instructions and associated instructions are there for a reason and must be complied with at all times. Whilst punctuality and reliability are important, safety must always be your first consideration. Remember: If you see a potential hazard, report it immediately before somebody else has an incident! If something you are doing feels wrong, it probably is. Stop and ask the signaller before continuing M&EE PDH (CoP0113 Appendix A) Page 30 of 46 Issue 1 May 2011

39 Section 2 Guidance and supporting information M&EE PDH (CoP0113 Appendix A) Page 31 of 46 Issue 1 May 2011

40 Non Technical Skills What are technical skills? An example of technical skills is the skills associated with how to operate the controls of an OTM. What are non-technical skills? To optimise the relationship between the human operator, technology and the environment: 1. Non-technical skills involve the application of facts, theories and concepts from many recognised disciplines, mostly involving the human sciences. 2. The aim is to interface the best characteristics of people with the best Characteristics of systems (equipment, training, procedures, management, With a View to eliminating or at least reducing errors in operation 3. None of the existing recognised disciplines can of themselves account for the full Range of existing knowledge about how and why humans function the way we do As a result, the process of trying to consider human performance as a subject in its Own right has necessitated a new term within the rail sector, the term generally used, non-technical skills Humans make errors for a large number of reasons. They make errors because they have not been adequately trained to perform tasks, or because they do not have the Basic ability to perform the task. Humans make errors because They misinterpret information important to the performance of the task, They Commit errors because some event occurring during the performance and any changes to the task (Degraded Working) They also make errors because of influences such as stress, distraction, fatigue, illness, Visual illusions, spatial disorientation, this list is not exhaustive. M&EE PDH (CoP0113 Appendix A) Page 32 of 46 Issue 1 May 2011

41 1 The following list is an example of Non-technical skills Communication Skills Listening Skills Observation Skills Problem Solving Decision Making Scanning Cab adjustment Instrument interpretation Manual Dexterity Selection of alternative procedures Reaction to Breakdowns/Defects Emergency Warnings Workload demands Vigilance Stress Management Risk Management Emotional Control Interpretation Attention Assumption Memory interpretation 2 It will be readily appreciated that the development of human factors skills is important for practical application during train operations. It is important to reiterate that, where possible, Non-Technical skills considerations should be built into all relevant aspects of instructional activity. This should apply throughout all stages of train driver and instructor training. A few examples of good non-technical skills are: Anticipate and plans Anticipates and plans for expected changing conditions due to changing operating conditions for example weather. M&EE PDH (CoP0113 Appendix A) Page 33 of 46 Issue 1 May 2011

42 Anticipates This document risks was and withdrawn errors and by M&EE acts accordingly. Networking Work on 01/01/2018 Conscientiousness Applies an organised systematic approach to driving. Unhurried, well timed actions and well organised. Communication Always communicating clearly and concisely. Obtains and distributes information and gives unambiguous instructions. Workload management Prioritises on operational tasks. Controls distractions. Hazard identification (situational awareness) Maintains awareness of the big picture and anticipates potential new hazards. Continually assesses risks involved in an emergency/degraded operation. Errors and Violations What is the difference between an error and a violation? An error This is an action or decision which is not intended, but involves a deviation from the required accepted standard and which leads to an undesirable outcome. It may just involve a near miss or can result in an incident / accident. Examples are: Misjudging braking on the final approach to a signal and passing it at danger. Misreading a signal. Taking a wrong route at a junction. Errors normally result in support through the competence management process. Examples to reduce the risk of error are provided on the following pages within this section. M&EE PDH (CoP0113 Appendix A) Page 34 of 46 Issue 1 May 2011

43 A violation This is a deliberate deviation from a rule or procedure. Examples are: Use of a personal mobile phone or an electronic gaming or music device in the driving cab. Deliberately not stopping 20 metres short of signal when there is an opportunity to do so. Assuming that a signal imperfectly displayed is showing a proceed aspect. Permitting unauthorised persons in the cab. Coming to work not fully rested or under the influence of drink or drugs. Driving an OTM over the permitted maximum speed. Not reporting incidents. Wilful refusal to follow a rule. (i.e. you are fully aware of the rule but deem them too restrictive or believe they are inappropriate). Accepting authority to enter or leave a possession form the incorrect person. Violations normally result in disciplinary measures as well as support through the competence management process. M&EE PDH (CoP0113 Appendix A) Page 35 of 46 Issue 1 May 2011

44 Situational awareness In simpler terms situational awareness is about knowing what is going on around you and minimising the risk of error. Situational awareness is a key human factor and comprises of: Perception [noticing] of the elements / hazards in the environment. The comprehension of their meaning taking into account rules and local procedures. The projection of their status in the near future (anticipating future events). Having a high level of situational awareness can raise your level of professionalism and turn a good OTM driver into an excellent OTM driver. Anticipating what is about to happen and making decisions requires considerable effort. It is not enough to use your expectations about what might happen; you need to look harder, question what you are seeing, consider all reasons for what is happening and combine your observations to decide what actions are required. How to remain alert to your surroundings? By continually scanning your environment for hazards switching attention. By filtering the important and unimportant information information filtration. By allocating your attention to all the important and relevant information attention distribution. By not becoming transfixed on a particular object or task task fixation. Switching attention Switching attention whilst driving around the depot is an endless task, as a professional OTM driver you shouldn t stay focused on one area too long. You need to maintain an overall view of everything going on around you. M&EE PDH (CoP0113 Appendix A) Page 36 of 46 Issue 1 May 2011

45 Information filtration Your brain can only process so much information at once. You need to learn to disregard the irrelevant and pay attention to the relevant. Attention distribution Attention distribution is the skill you use to allocate your attention to all the relevant information your brain receives. OTM driving requires that you handle these tasks effectively as well as simultaneously, so it is important that you use attention distribution to keep you from focusing too much or too little on any one task. Task fixation Task fixation is focusing your attention entirely or far too heavily on a single task. For OTM drivers, this could mean concentrating so much on dealing with a fault on a train that you are taking into the shed for repair and you miss checking the depot protection indicator/signal resulting in a signal being passed at danger and potentially a derailment. The primary cause of task fixation is lack of familiarity with the task you are trying to perform. Higher levels of situational awareness Whilst situational awareness is a technique that must be applied at all times, examples of locations where a higher level of situational awareness is required are: When moving between worksites within a possession. During inclement weather making it difficult to observe signals. Making a shunt move from one running line to another. During degraded operations on the mainline such as temporary block working. Approaching CCTV and RC crossings within possessions. M&EE PDH (CoP0113 Appendix A) Page 37 of 46 Issue 1 May 2011

46 Risk triggered commentary What is it? Risk Triggered Commentary (RTC) is a technique that may be used to help you stay focused when you are carrying out a movement or a task that carries a high level of risk. It uses the process of verbal commentary and repeating back the risk and action to take, and is aimed at ensuring that essential information remains in your working memory. Why use it? Use it as an aid to help you increase awareness of risk, improve concentration levels and manage potential distractions, when multi-tasking. A number of drivers have found it to be a very useful aid to driving. How do I use it? This technique requires you to continuously repeat to yourself essential information and the action you have to take so that this remains in your working memory. To help achieve this you would normally have to re-call the information, as very little information is retained in the short term memory beyond a time of between 8 to 18 seconds. An example of how to use RTC is when approaching a CCTV crossing within a possession: Call out the aspect signal XXX is on. Remind your self of what the instructions were - Stop at the signal and wait for instructions from the PICOP /ES. Remind your self of hazards Level crossing is open to road traffic When should it be used? Examples are: When multi-tasking to ensure key pieces of information can be remembered and acted on accordingly. When starting a train to prevent a SPAD. When you feel your concentration levels are reducing, for example at the end of a long shift. M&EE PDH (CoP0113 Appendix A) Page 38 of 46 Issue 1 May 2011

47 Your routes know your hazards Ask yourself the following questions about your routes: Who are the controlling signal boxes? What movements are particularly complex or are infrequently carried out? Where are the locations where there is a significant risk of not being able to clearly see signals because: Read through or read across. It is located in an unusual position. Being affected by sunlight. Trains are regularly stabled on adjacent roads. What signals are Multi-SPADed (or previously been classified as multi- SPADed) where a residual risk remains? Hot spots for wrong routing? Any areas of known low adhesion? M&EE PDH (CoP0113 Appendix A) Page 39 of 46 Issue 1 May 2011

48 Section 3 General Operating Instructions M&EE PDH (CoP0113 Appendix A) Page 40 of 46 Issue 1 May 2011

49 Route Conducting Conducting When route conducting another driver, it is important that you prepare yourself by obtaining all the necessary information relating to the machine. As the conductor you must ensure that all safety equipment, including the warning horn, emergency brake and handbrake along with any special instructions regarding the operation of the machine and the intended route. When conveying information during the journey, allow yourself plenty of time, encouraging the driver to repeat each message given to establish that a clear understanding has been reached. Avoid using ambiguous statements. Give specific, clear and precise instructions using relevant landmarks that both of you understand. Remember that as conductor driver you are responsible for the safe working of the OTM. If you feel that the driver who you are conducting is not responding to your instructions, you must take the appropriate action to maintain the safety of the OTM. M&EE PDH (CoP0113 Appendix A) Page 41 of 46 Issue 1 May 2011

50 Driver Reminder Appliance The DRA must only be used in accordance with circumstances as permitted by the rules. Use of the DRA on any other occasion is not permitted as it reduces its effectiveness and can result in an increased level of risk. 1. The DRA must be set: a) Entering / leaving a driving cab Any time you enter a driving cab before starting a journey, or when taking over the train from another driver. When leaving the driving cab at the end of a journey or when another driver is to take over the train. If you are shunting a train and getting in and out of the cab to change hand points and no signals are involved in the movement, there is no need to set the DRA. This type of use devalues the purpose of the DRA and it can become an automated action. b) When stopped at any signal at danger This includes stop boards and shunting signals. This assists in preventing start against signal (SAS) SPADs. 2. The DRA must be re-set: a) When a stop signal is cleared Reset the DRA when the signal has cleared. This principle applies to all stop signals including stop boards after authority has been received. b) Within a yard or siding Within yard or sidings (for example, where a signal may apply to a number of different sidings), the authority of the shunter may be required, plus the clearance of the signal prior to the resetting of the DRA. M&EE PDH (CoP0113 Appendix A) Page 42 of 46 Issue 1 May 2011

51 Train Protection Warning System Since fitment, TPWS has reduced the risk of SPADs on the mainline by over 90%. However, it is important that OTM drivers are aware of certain factors: Limitations Not all signals are fitted TPWS is primarily fitted to signals which protect high risk potential conflict points, certain speed restrictions and the approach to buffer stops. Shunt signals on depots are generally not fitted except for the signal that controls entrance to the mainline. Make sure the system is operating When energising a cab It is very important to check that the TPWS is working correctly every time you energise a cab. Make sure you check that the lights on the TPWS panel in the cab are illuminated prior to acknowledging the AWS warning horn. If the lights are not illuminated, the defect must be reported. Avoiding TPWS brake demands Buffer stops If making a movement onto buffer stops which are fitted with TPWS, visually locate the TPWS loops and do not pass over them at more than 10 mph. When pressing the TPWS Override When authorised to pass a signal at danger at a TPWS fitted signal, remember from the time you press the TPWS, you only have 20 seconds before it will time out. Temporary isolation Ensure the temporary isolation is set to isolate when authorised by the rules. Remember to reinstate the TPWS back to normal when normal running applies. M&EE PDH (CoP0113 Appendix A) Page 43 of 46 Issue 1 May 2011

52 Understanding the key indications on the TPWS in-cab panel If the TPWS / AWS applies the brake, the red brake demand light will flash and the brakes will apply. The AWS horn will not sound if TPWS applies the brake. When TPWS/AWS has applied the brake, the brakes will release and the brake demand light will go out 60 seconds after the initial brake demand was initiated providing that the AWS/TPWS reset button is pressed at any point during the 60 second period. If you fail to notice the brake demand flashing until after 60 seconds has elapsed from the time of the brake application initiated by TPWS, on pressing and releasing the AWS /TPWS reset button, the brake demand light will change momentarily to steady red and the brakes will release immediately and all TPWS indications will clear. This is why following any unsolicited brake application you are required to check the TPWS panel first as you could subconsciously reset the equipment after the 60 second time out period and this could increase the likelihood of error leading to a TPWS reset and continue event. TPWS Reset and continue The term reset and continue is when the train is stopped by a TPWS brake application, the driver resets the TPWS and continues forward without the signaller s authority. This may be due to a conscious or subconscious action by the driver. In the event of this occurring, the protection afforded by TPWS is lost and therefore there is a potential risk of a collision. Avoid a TPWS Reset and Continue Never take a chance with any unsolicited brake application check the TPWS brake demand light first! Never take a chance by resetting and continuing without the correct authority irrespective of the circumstances. Always speak to the signaller to obtain authority to move the train. M&EE PDH (CoP0113 Appendix A) Page 44 of 46 Issue 1 May 2011

53 M&EE PDH (CoP0113 Appendix A) Page 45 of 46 Issue 1 May 2011

54 Adopting the techniques and instructions outlined in this handbook will help you reduce the risks of having an incident and minimise the risks to other work colleagues. Remember it is a team effort between all OTM staff, Network Rail maintenance staff, signallers, PICOPs, Engineering Supervisors, contractors and operations control to ensure you work in a safe environment. M&EE PDH (CoP0113 Appendix A) Page 46 of 46 Issue 1 May 2011