Rail Vehicle Movements

Rail Vehicle Movements

Ref: EHS-ML-WMS-002 Version: 006 Date: 01 December 2011

RAIL VEHICLE MOVEMENTS

Manchester Traincare Centre

Reference: EHS-ML-WMS-002

Version: 006

Application date: 06-Jan-2012

Purpose

To provide a standard description of the method by which train movements into and out of Manchester Traincare Centre (MTC) are arranged, controlled and performed. This procedure compliments the Rule Book, Regulations and other Instructions already in force.

Scope of application

This procedure covers all rail vehicle movement activities carried out at MTC.

This Work Instruction shall be briefed to all staff and must be adhered to at all times.

MTC is defined as follows:

·  CMD 2 Road to 12 Road Carriage Maintenance Depot

·  Coal Yard 28 to 36 Rds and 38 road

·  DEMU Fuel Point 26 and 27 Rds

·  ETD Electric Traction Depot 1 Rd and 2 Rd

·  DMU Fuel Point 22, 24 and 25 Rds

·  TMD Traction Maintenance Depot 13Rd to 18Rd

·  Up Sidings 2 up to 13 up

·  X Shed 13X to 21X Rds

·  Wheel Lathe WL2, WL3 and Loop

·  Wash roads 37 road and 1 road

Ø  Realisation Processes

The coloured section above indicates the applicable processes.

Ø  Support Processes

This document defines the activities related to the support process of Maintenance Contract Execution.

Ø  Alstom Organisation

.

Responsibilities for the execution of this instruction

Accountable:

Traincare Centre Managers

Responsible:

Production Management, Operations Management, HSEQ Managers

Players:

DPP Responsible for the application of train protection within MTC in accordance with the Depot Protection procedure and GE/RT 8000 Rule Book.

Driver Person responsible for controlling trains in and around MTC.

TOC Driver Person responsible for controlling trains in and around MTC. (TOC Train operating company)

Ops Co Effectively, this is the depot signaller and controls all movements relative to the TcC.

PC Responsible for the co-ordination of Traincare centre staff to achieve the maintenance plan.

Shunter Responsible for controlling train movements under instruction from the Ops Co.

Cleaners Responsible for the cleaning of trains

Team Members Responsible for maintenance on trains

UNCONTROLLED WHEN PRINTED – Not to be used before verification of applicable version number.

This document is the property of Alstom Transport and the recipient hereof is not authorised to divulge, distribute or reproduce this document or any part thereof without prior written authorisation from Alstom Transport.

Filename: ehsmlwms002k 21/22

Rail Vehicle Movements

Ref: EHS-ML-WMS-002 Version: 006 Date: 01 December 2011

Control Sheet

Version / Date / Content of Modification / Author
001 / 20/01/10 / Procedure reformatted and renumbered as per new format – Amendments made to reflect depot changes and rule book updates - Replaces T/ML/OPS/PRO/003 / B Cooke
002 / 14/04/10 / Amended to incorporate comments from Northern Rail / B Cooke
003 / 28/07/10 / Amended to include travelling on moving vehicles for maintenance purposes / B Cooke
004 / 01/09/10 / Amended to reflect not travelling on vehicles entering Network Rail Infrastructure / B Cooke
005 / 16/08/11 / Amended to include additional 360 walk around on 22x Fleet / B Cooke
006 / 29/05/12 / Amended to incorporate the management of intermediate class 390 vehicles and re-forming class 323 units, the findings of the updated operational risk assessment WCD047 by K Davies and class 390 brake and main reservoir continuity test / B Cooke
Name / Position / Date / Signature
Written by: / B Cooke / Operations & Planning Manager / See Prisma / See Prisma
Approved by: / C Cairns / Traincare Centre Manager / See Prisma / See Prisma

Contents

Section 1 – REQUIREMENTS 3

1.1 GENERAL 3

1.2 NORTH END ARRIVALS 3

1.3 NORTH END SLOTS 3

1.4 SOUTH END ARRIVALS 3

1.5 SOUTH END SLOTS 3

1.6 NORTH END DEPARTURES (TOWARDS MANCHESTER PICCADILLY) 3

1.7 SOUTH END DEPARTURES 3

1.8 TRAIN DISPATCH – NON-22X VOYAGER 3

1.9 TRAIN DISPATCH – 22X VOYAGER (To incorporate additional 360 walk around) 3

1.10 SHUNTING MOVEMENTS(including class390 intermediate vehicles & 323 vehicles 3

1.11 WHEEL LATHE 3

1.12 REPORTING OF OPERATING INCIDENTS 3

1.13 MOVEMENTS PLAN 3

Appendix A – Definitions and References 3

A–1 Definitions 3

A–2 Reference Documents 3

Appendix B – Map of MTC Track Layout 3

Section 1 –  REQUIREMENTS

1.1  GENERAL

1.1.1  The Ops Co is responsible for the safe working of all train movements at MTC. The Ops Co will liaise with:

·  The NRS – For movements on or off the TcC.

·  The DPP, PC, the Driver, TOC driver and the Shunter – For movements within MTC.

1.1.2  During shunting moving moves, communication between the Driver and Shunter is with handsignals, lamps, and radios or in accordance with the Rule Book GE/RT8000 module SS2.

1.1.3  A competent person must ensure that any hand points to be passed over in the intended move(s) are set correctly. Prior to any movement commencing, the competent person must ensure that any relevant hand points have been physically checked and operated at least once. Any trailing points that become facing during a shunting move must be set to the facing position by hand.

1.1.4  Before a shunting move begins, the Ops Co, the Driver and the Shunter must reach a clear understanding of how the movement is to be performed and controlled.

1.1.5  The MTC speed limit is 5 mph with the exception of the CWM, where the speed limit is 4 mph.

1.1.6  MP is the only Network Rail signal box that controls movements into and out of MTC.

1.1.7  When a TOC Driver or Driver on an arriving train approaches any shed road, he/she may enter on the following criteria:

·  He/she has been instructed by or accompanied by an Ops Co or Shunter

·  The train is brought to a halt by the Driver before entering the shed and the horn is sounded

·  Any ground position light signal is clear

·  Any derailers are in the down position

·  The line is clear;

·  If the line is occupied or if the move involves attaching to another train, the train may enter on authority of the Ops Co or Shunter.

·  The depot protection system indicates that the line is open to traffic.

·  The Overhead Line indicators on approach to the carriage shed are not illuminated red (to indicate local overhead isolation).

1.1.8  The train hand-over point of a train by a TOC Driver to the control of MTC is at a location normally not foul of any other road and with adequate walkways in close proximity

1.1.9  Stabled vehicles must be secured and left clear of any fouling point.

1.1.10  It is permitted, for Maintenance purposes only, to travel on moving trains in and around the depot, however the following rules apply.

•  The driver of the train must be informed of your intentions

•  The Production Manager must be made aware of your intentions to travel with the train.

•  You must not travel in the leading cab.

•  You must not disturb the driver unless in emergency to stop the train.

•  You should remain seated whilst the train is on the move.

•  You must alight the train and apply personal protection as soon as the train is located on a maintenance road and has been protected by DPP.

•  You must not travel on any vehicle which is going to enter Network Rail Infrastructure.

1.2  NORTH END ARRIVALS

1.2.1  Normally train arrivals are made via the Up and Down Goods Line under control of MP.

1.2.2  The NRS in MP informs the Ops Co of each arrival by headcode on the “Train Describer” or by phone. The PC and Ops Co then consult with the agreed plan and if required with the DPP / shunter to determine where on MTC the arrival is to be routed to.

1.3  NORTH END SLOTS

Signal Indications

·  A GPLS is located at the road crossing; When a stop aspect is shown, the driver should stop and contact the Ops Co in the South end Office immediately.

If a clear aspect is shown, the driver should continue to the relevant stop car signs or as instructed by the Shunter or Ops Co[1].

1.3.1  Any train arriving via 37 road should continue to the South End. The Driver must comply with the situated signal at the road crossing or as instructed by the Ops Co or Shunter.

1.3.2  Hyde Road Slot for arrivals onto 26 road through to 34 road; Any train arriving via this route must be met at the shunters office by use of hand signal by a shunter or Ops Co and instructed of the requirements of disposal.

Note: 26 and 27 roads are not electrified

Note: 28 to 36 roads are electrified.

1.3.3  North Shed Slot arrivals 13X road to 25 road; all of which are not electrified; Any train arriving by this route will be met at the Ops Co’s office by a Shunter or Ops Co and instructed of the requirements for disposal.

1.3.4  Up-Shed Slot arrivals 9 to 12 roads north end, all lines are electrified; Trains arriving by this route will be met at the first set of facing hand points by a Shunter or Ops Co and instructed of the requirements for disposal.

1.3.5  Down Shed Slot arrivals 1 to 8 roads north end, all these lines are electrified; Trains arriving via this route will be met at the first set of facing hand points by a Shunter or Ops Co and instructed of the requirements for disposal.

1.4  SOUTH END ARRIVALS

1.4.1  Normally, arrivals come via the Main Line under control of MP.

1.4.2  The NRS at MP informs the Ops Co of each arrival by headcode via the telephone. The Ops Co consults with the PC and to determine where on MTC the arrival is to be stabled.

1.4.3  Trains are directed via one of three entry points depending on the route of the arriving train. Entry points are controlled by the OC via a slot.

Two slots are located in the South End Operations office:

·  One for Northern approach trains

·  One for Southern approach trains

1.5  SOUTH END SLOTS

From the North End direction (ex Manchester Piccadilly) MP 53 /55 /58 / 59

1.5.1  Reception/Departure Line – arrangements are made between MP and the South End Ops Co to enable trains to arrive via this point. The train is met at the South End Operations office.

1.5.2  Up & Down goods– arrangements are made between MP and the South End Ops Co to enable trains to arrive via this point. The train is met at the South End Operations office.

From the South End direction

1.5.3  MP 13 or 26 Signal Slot – arrangements are made between MP and the South End Ops Co to enable trains to arrive via this point. A Shunter or Ops Co meets the train at the first set of facing points. The TOC driver will be advised of disposal point

Note: Slots from opposite directions must not be given at the same time.

1.6  NORTH END DEPARTURES (TOWARDS MANCHESTER PICCADILLY)

1.6.1  Upon completion of train servicing work, the DPP will remove protection from the line in accordance with the Depot Protection Procedure.

1.6.2  The DPP will inform the Ops Co that protection has been removed.

1.6.3  The PC or Ops Co will release the train to the TOC Driver for train preparation duties.

1.6.4  The production team member, who completed the preparation examination, places a train preparation certificate in the cab (contract specific). When the driver has completed his/her check they then request to the North end Ops Co to depart MTC.

1.6.5  The North end Ops Co informs MP at which signal the departure will commence. MP controls the movement onto Network Rail infrastructure.

1.6.6  The driver of a departing train may proceed if the following criteria has been met:

·  The depot protection system indicates that the Line is open to traffic

·  The train preparation certificate is available (if applicable)

·  The Shunter has left the train

·  The Line is clear

·  The speed is kept to 5 mph until clear of the Traincare Centre and complying with Network Rail issued speed limits.

1.6.7  Under instruction of the North end Ops Co, the set draws forward to the appropriate departure signal. The train is then under the control of the MP.

1.7  SOUTH END DEPARTURES

1.7.1  Upon completion of train servicing work, the DPP will remove protection from the line in accordance with the Depot Protection Procedure.

1.7.2  The DPP informs the Ops Co the protection has been removed

1.7.3  The PC or Ops Co then releases the set to the driver for train preparation duties,

1.7.4  The production team member, who completed the preparation examination, places a train preparation certificate in the cab. When the driver has completed his/her check they then request to the south end Ops Co to depart MTC.

1.7.5  The south end Ops Co informs MP at which signal the departure will commence. MP controls the movement onto Network Rail infrastructure.

1.7.6  The Main Line driver on a departing train may move if the following criteria has been met:

·  The depot protection system indicates that the Line is open to traffic

·  The train preparation certificate is available (if applicable)

·  The Shunter has left the train

·  The Line is clear.

·  The speed is kept to 5 mph until clear of the Traincare Centre and complying with Network Rail issued speed limits.

1.7.7  Under instruction of the South end Ops Co-ordinator, the set draws forward to the appropriate departure signal. The train is then under the control of the MP.

1.8  TRAIN DISPATCH – NON-22X VOYAGER

1.8.1  Trains will be dispatched as per the following instructions:

1.  Arrivals or departures (dispatch) for staff that normally perform or control these duties, and other deemed competent persons.