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Western Route
Autumn Preparations 2014
Published: 28th August 2014
Autumn 2014 Briefing Version 01
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Autumn and early winter outlook for Network
Rail.
• Summer precipitation has been below normal in the UK. June was drier than
normal, July near normal and August so far below normal. Given that
September is forecast to be drier than normal then there may be a degree
of stress on leaves.
• Set against that is the expectation of a relatively quiet start to autumn with
less storminess than usual through September and October, and at least
in September few instances of frost.
• Both dynamical model output and analogues tend to point towards high
pressure dominance during September and October with above-average
temperatures, then a wetter and windier period during November and
December with temperatures most likely fluctuating either side of normal – no
strong sustained cold expected in this period.
• This far ahead confidence is necessarily very low and even more so for Q1 of
2015. But we consider it more likely this winter than last that there will be a
change in January-February to ”blocked” and cold conditions –
storminess would decrease but risks of notably cold periods with laying
snow would increase.
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Autumn risks
• Cat A SPAD: caused by poor rail head conditions. The risk of a Cat A SPAD in autumn is increased when
drivers are being cautioned in response to a report of poor rail-head conditions in the sections ahead.
(Stopping trains at signals that are not normally RED to advise drivers)
• Station overruns: caused by contaminated or wet rails
• Wrong Side Track Circuit Failures: A build up of contamination can result in the current in the track circuit
being prevented from flowing between the wheels and the rail. Track circuits therefore may show clear
when occupied, and auto signals may step up to a proceed aspect.
• Wrong Side Track Circuit failure: caused by a train with contaminated wheel sets
• Low / poor rail-head conditions: caused by leaf fall contamination or wet rails. These conditions will
cause trains to lose time in section, or have difficulty pulling away from signals, stations or up gradients.
Known sites are listed within the Sectional Appendix
• Freight trains running on restricted / Red aspects over rising gradients
• Speed restrictions on rising gradients
• Non-operational Traction Gel Applicators: Could lead to Cat A SPAD / Station overrun
• RHTT failures: Untreated track at key locations
• Heavy / prolonged storms: Flooding, fallen trees, heavy leaf fall rates, Dawlish & Penzance sea walls
• Early winter: Ice & Snow build up, severe weather affecting RHTT operations
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Rail Head Treatment Trains
What are they?
These are locomotive hauled trains (top & tailed) normally comprising of 2 flat wagons with water tanks, an
adhesion modifier tank and pumping unit. The trains have the ability to deliver a combination of water Jet
and adhesion modifier.
The high-pressure jet blasts any leaf contamination from the rail, leaving it clean. This improves wheel-rail
adhesion and track circuit activation. The jets operate at a pressure of 1500 bar. During jetting, dispersion
of water to the sides of the vehicle is limited so there is little impact on adjacent lines.
Autumn 2014 Briefing Version 01
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RHTT operations overview
• GW01/51: Penzance – Salisbury, operating as 3J11/3J12/3J13 & 3J14/3J15
3J14 & 3J15 Sunday Only – Day circuit re timed to treat before the first Up Passenger service on the
Devon Banks
• GW53: Cotswolds / Malverns and Stroud Valley, operating as 3S31 / 3S32 / 3S33
Re timed for Swindon – Kemble works
• GW54: Didcot-Hanwell, Reading – Basingstoke/Westbury
• 3J41: Didcot-Westbury-Didcot
• 3J42: Didcot-Southall-Reading (via main lines) -Basingstoke-Didcot
• 3J43: Didcot-Swindon-Didcot (Golden Valley & Berks & Hants possession will impact)
• 3J44: Didcot-Hanwell-Didcot (via the relief lines)
• GW55: Bristol-Westbury-Cardiff valleys-Hereford-Bristol, operating as 3S59
Amended circuits during Severn Tunnel Possessions
Due to circuit timings and driver constraints there is very little scope for the RHTT’s to treat
additional locations, routes etc. Any amendments to a circuit must be discussed with the Autumn
Controller or SDS prior to operation
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Rail Head Treatment Trains
• 3 ½ RHTT Circuits for Western Route as per previous years
• Planned to Operate between 5th October & 7th December
• Treatment regime - Water Jetting & Adhesion Modifier
• RHTT vs Possessions – all major possession clashes have been
highlighted and circuits are being amended accordingly to re-time/reroute the RHTT.
• There are some major possession that will have an effect on RHTT
operations.
• Contingency plan for any late running RHTT’s or any equipment
faults/failures
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Traction Gel Applicators
Mark 1 TGA
Autumn 2014 Briefing Version 01
Mark 2 TGA
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Traction Gel Applicators
• 59 Units across the Western Route
– Plymouth:28 (Contact Sam Green)
– Bristol:23 (Contact Paul Price Brown)
– Swindon: 8 (Contact Ed Holt)
• DU reviews undertaken in conjunction with SDS/OPS/TOC & FOCs
• Orders placed for spare / replacement parts for 2014
• All units planned to be commissioned by 3rd October 2014
• All faults to be recorded in FMS & Autumn Controller advised
• Full list of TGA locations to be sent out in last week of September
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Other autumn mitigation
• Sand stick cabinets – Filton Bank, Dainton, Rattery and Hemerdon Banks
• Eddy Current Devices in operation
• RCM for monitoring potential WSTCF sites
• CCIL incident mapping to monitor line of route incidents
• Hand Sand Team operating at Totnes / Ivybridge. Contact Sam Green
• Hand Sand Team operating on the Thames Valley Branch Lines
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Autumn Control
• Staffing arrangements to be confirmed
• 24hr cover would be the aspiration
• Manage RHTT operations & Treatment sites
• Record incidents
• Liaise with MOM’s & Hand Sanding Teams
• Interpret & distribute Adhesion forecasts
• Manage TGA faults & issue daily status reports
• Generate daily autumn log
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Autumn Control
• To Manage RHTT circuits; schedules & treatment sites & contingency plan
• Amend treatment plans in response to incidents / driver reports
• Liaise with VSTP team for additional RHTT amendments
• Record incident information / check CCIL data
• Incident investigation & follow up
• Autumn Report distribution:
– Daily Meteogroup adhesion forecast issued at 06:00 & 14:00 daily
– Daily missed treatment site issued at 15:00 daily
– Daily TGA status: issued at 16:00 (Mon-Fri) ** commencing 13th Oct **
• Contact Details:
Telephone: TBC
E-Mail: Adhesion Control 5 Western (TBC)
Autumn 2014 Briefing Version 01
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RULE BOOK
GE/RT8000/TW1: Preparation and movement of trains
28 Rail-head adhesion
28.1 Experiencing exceptional rail-head conditions
28.2 Arranging a controlled test stop
28.3 Resuming normal working
28.4 Serious wheel slip
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National Control Instructions
• Instruction 7.1 Weather & Seasonal Management Issue 6, published 25th April 2013
• Section 12 Autumn
• Section 12.4 Non-activation of Track Circuits during leaf fall season
• 12.5 Signallers actions
• 12.6 Route Control Managers actions upon Notification of an Incident
• RCM is responsible for completing Appendix A (& Appendix B) and sending
the form to the NOC
• Appendix A – Failure to Operate Track Circuits Form
• Appendix B – Failure to Operate Track Circuits Form (Subsequent Incidents)
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30 Minute Rule
(If the 30-minute rule is used THIS MUST BE RECORDED IN CCIL)
• This rule will enable a controlled test stop to be carried out following a report of low or exceptionally poor
railhead conditions after a period of 30 minutes has elapsed, and where it has not been possible to have the
railhead inspected in that time.
• This does not include the approach to dead-end platforms. The requirements of GE/RT8000/TW1.28.2 in
relation to dead-end platforms will continue to apply in that the line will be inspected and treated before a
controlled test stop is undertaken.
• Following a report from a driver of low or exceptionally poor railhead conditions requiring action as defined in
GE/RT8000/TW1 Section 28.1, the signaller shall record the details on the provided forms, advise Control and
implement the prescribed actions.
• Control will arrange for the section of line to be inspected as per previous arrangements.
• Should the line be inspected and treated where necessary, a controlled test stop shall be arranged as per
previous arrangements and in line with GE/RT8000/TW1 Section 28.2
• Should 30 minutes have elapsed since the original report and there has been no inspection completed, the
signaller shall arrange for the next suitable train to carry out a controlled test stop in line with GE/RT8000/TW1
Section 28.2.
• If the conditions are reported as no longer being low or exceptionally poor, then normal working should be
resumed and Control informed.
• If the conditions are reported as still being low or exceptionally poor then a further controlled test stop must
only be arranged once:
– the railhead has been inspected and reported as clear
– railhead treatment has been carried out,
– a further 30 minutes has elapsed since the unsuccessful controlled test stop.
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Autumn preparations for Controllers
– Autumn Briefings
– Autumn folder for Thames Valley & West Country Desks containing:
• Autumn briefing presentation
• List of TGA locations
• Sand stick cabinet locations (West Country only)
• List of Sectional Appendix sites
• Copy of NCI 7.1 (Weather & Seasonal Management)
• Extract of Rule book TW1 Section 28 (Rail head adhesion)
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Delay Attribution Guide
Adhesion Problems including Leaf fall DAG Section 4.3 Page 25
– This section within the DAG contains various guidelines regarding Adhesion problems
– 4.3.6.1 Autumn attribution Joint Process Chart 1
– 4.3.6.2 Station over runs during the autumn period Chart 2
– 4.3.7 Additional coding guidance page 32
– Special working for leaf fall track circuit operation - WSTCF due to contamination: QJ/QQDZ
– Failure to carry out railhead examination after ERHC / LRA railhead report (as per charts 4.3.6.1
& 4.3.6.2): QI/QQ**
– Trains striking overhead branches or vegetation, not due to weather factors: JQ/IQD*
– Signal passed at danger or station over shoot at an ERHC site due to contamination (as
published in the sectional appendix): TG/FC (Final attribution to be based on investigation and
cause identified)
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Specific coding
4.26 Railhead Conditioning Trains page 57
4.26.2 Network Rail is responsible for the operation of RHC trains on the network to assist with
adhesion in the autumn period. Although Network Rail contracts this work to Train Operators or
other suppliers, it is Network Rail who is normally responsible for delays associated with RHC
train operation.
– Delays caused by a failure to operate Rail head treatment trains or to lay Rail head treatment trains
where/when programmed OE Network Rail (OQ**)
– Delays caused by inadequate pathing for a RHC train (WTT) QA Network Rail (QQA*)
– Delays caused by inadequate pathing for a RHC train (STP) QM Network Rail (QQA*)
– Delays caused by inadequate pathing for a RHC train (VSTP) QN Network Rail (QQ**)
– Delays caused by incorrect regulation of a RHC train. OB Network Rail (OQ**)
– Delays caused by a technical failure associated with a RHC train. OM Network Rail (OQ**)
– Delays caused by a RHC train taking an unusually long time in a section or at a location. OS
Network Rail (OQ**)
– Late start of a RHC from depot OS (OQ**)
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