Railways Flashcards

1
Q

In the event that on site power shut down has been confirmed by a named
responsible/certificated person, the incident commander is to

A

send an appropriate message to
Brigade Control detailing and confirming this action including the name of the responsible
person

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2
Q
CTA - 
• HAL - 
• HEX -
• IP - 
OLE
• PD - 
• RIO -
• ROLO -
A
• CTA - Central Terminal Area 
• DLR - Docklands Light Railway 
• HAL - Heathrow Airport Limited 
• HEX - Heathrow Express Link 
• IP - Intervention Point 
OLE - Overhead Line Equipment 
Procurement department
Railway incident officer
Railway operations Liason Officer
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3
Q
SCR -  
• SPT -
• TOC -
• TOPS -  
• TSS -
A
Station control room
Signalpost telephone
train operating company
total operations processing system
technical and services support
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4
Q

SCDs can usually be found
in s?
Incident commanders are to be
aware that ?

When operations
are complete UNDER NO CIRCUMSTANCES

On third rail, DLR and LUL systems, there may be rare occasions when Brigade personnel
may be required to use SCDs. SCDs MAY ONLY BE USED BY

A

train driving cabs and may be available on station premise

twin track configurations may require SCDs to be placed on to the non incident line in
order to provide a safe working environment for emergency service personnel.

should SCDs that have been placed on the track be
removed by Brigade personnel.

FRU TRAINED PERSONNEL IN
AN EMERGENCY AND IN THE ABSENCE OF RAILWAY PERSONNEL

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5
Q

When gathering information to assist in the dynamic risk assessment, the incident commander
may use:

A
  • 7 (2)(d) information.
  • Operational risk database (ORD) via the MDT
  • Rail control rooms.
  • Total Operations Processing System (TOPS).
  • HAZCHEM.
  • Rail incident officer (RIO)
  • Command Planning System (CPS).
  • Brigade Control.
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6
Q

TOPS information is available to the incident commander via Brigade Control by

The Total Operations Processing System (TOPS) is a computer based information system which
details information on coach, wagon and freight identification numbers. The information
available covers .

A

sending a
message prefixed “request TOPS information on carriage number…….at (location

the location, origination, destination, details of the contents, and other rail
operators’ information

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7
Q

The term “trains run under caution” means that the driver is warned that personnel are on
the track and they must proceed at a speed which will enable them to safely stop the train if
necessary.
speed on straight and speed bends,poor visibility ?

A

On long straight stretches of line when visibility is clear, trains can run at a maximum
of 50 mph. On stretches of track which are obscured by bends or in bad visibility, the speed
could be as low as 5 mph.

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8
Q

If a person that needs to be rescued or assisted is in a place of relative safety and there is no
immediate risk, firefighters are

A

not to be placed at risk. Under such circumstances, and until the
appropriate risk control measures are put in place to enable them to be accessed safely, the
person should be comforted and reassured.

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9
Q

If a casualty is beyond assistance or humanitarian aid, then

A

personnel are not to be placed at risk.

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10
Q

in order to attempt to preserve human life, Incident
Commanders may need to commit crews to the track. Persons trapped, injured, unconscious, or
in distress in circumstances that are a direct and immediate danger can be considered to require
urgent action.

in the event of the incident commander
committing crews, It is important therefore to remember that such action should only be taken as a
last resort.

In all such circumstances IC will….

A

priority message should be sent to Brigade Control.

• Brigade lookouts to be placed on either side of the incident site.
• Whenever and wherever possible, maintain line of sight
• Suitable emergency evacuation route/s and the time needed to reach them should be
determined to designated places of safety, and crews briefed accordingly. These must lead to
at least 3m from any immediate risk and under the supervision of a safety officer.
• Minimum personnel and equipment sufficient to undertake the task.
• Do not enter any tunnels until it has been confirmed that trains have stopped.
• Crews are to be withdrawn immediately the operation is completed and Brigade Control
informed.

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11
Q

example of a priority message if commiting to track for life saving

A
  • The location and nature of the incident.
  • If trains need to be stopped.
  • If trains need to be run at caution.
  • If traction current isolation is required.
  • The action that the incident commander is initiating.

‘From E351, from Sub.O.Adams, at Hornshay Street, one injured adult male on southbound
track between South Bermondsey, Queens Road and Peckham stations, request traction current
isolation and all trains stopped on southbound track, all trains to run at caution on northbound
track. Crew being committed to southbound track. Brigade lookouts deployed at 700 metres’

It is important that radio communication, both incident ground and main scheme, is maintained
from this stage in order that the incident commander remains advised of the rail operator’s
responses

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12
Q

The incident commander will be responsible for determining the location of Brigade lookouts. Usually railway staff must be used but in emegency Brigade lookouts are used

what are the notes re brigade lookouts

A

• Make sure they are in possession of a hand held radio on a dedicated channel with the safety
officer at the scene of operations and an Acme Thunderer whistle and in hours of darkness, a
Wolflight/hand lamp/box lamp.
• Remain in constant contact with the safety officer responsible for the crews working on the
track and the incident commander (an assistant may be required specifically for this purpose).
• Position themselves to give crews working on or near the lines maximum warning. This will
also give approaching train(s) as much stopping distance as possible. See table figure 1.
• Inform the incident commander/safety officer of their distance and location in relation to the
incident or agree distances before taking up position.
• Lookouts must not reposition without informing the incident commander/safety officer.
• Be aware of automatic train operation.
• Stand in a position of safety, a minimum distance of 3m from the track and facing the direction
of approaching train/s and remain vigilant at all times.
• Wear high visibility clothing.
• Warn brigade personnel of approaching trains (policy number 496 – Firefighter emergency,
emergency evacuation and tactical withdrawal refers).
• Warn approaching train drivers that personnel are on the line:
 In daylight by - holding both arms straight above the head.
 At night by - waving a bright light violently from side to side in the direction of the
approaching train.

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13
Q

In LUL and HEX tunnel sections, a general indication that the traction current has been
discharged is

A

that the tunnel emergency lights will be on

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14
Q

These facilities allow communications to be achieved between Brigade personnel, rail personnel
or to advise passengers. The availability, location, flexibility, and use of this equipment should be
known. The facilities available include:

A
  • Headwall telephones - (London Underground).
  • Signal post telephones (SPT). (Network Rail).
  • Overhead Line Equipment (OLE) gantry telephones. (Network Rail).
  • Public address systems. (London Underground/Network Rail).
  • Leaky feeder systems. (London Underground
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15
Q

Trackside telephones are indicated

A

by a red telephone on a white background marked with the
word ‘ELECTRIFICATION’ and are connected directly to the rail operator’s control. The ringing
button must be operated for at least 4 seconds. Extreme caution is to be used at all times if using
these telephones

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16
Q

Signal post telephones are marked

A

with diagonal black and white stripes and are connected to the
signal box. Extreme caution is to be used at all times if using these telephones.

17
Q

LUL

Intervention points can be identified by any of the following means

A

Labelled access doors with ‘IP’ in black letters on a white background.
• Signs provided at track level indicating the distance and direction of adjacent stations and the
normal running direction of trains.
• Signs provided in the running tunnels indicating the location of intervention points.
• Access keys provided in the LFB plans boxes of the adjacent stations.
• Intervention point information can also be obtained via a priority message to Brigade Control

18
Q

LUL
The request for traction current isolation and/or trains stopped can be made direct to the line
control using local communications or via Brigade Control. If traction current isolation is
implemented at local level a message to this effect must be passed to Brigade Control. The
means of local traction current isolation is by

A

the platform headwall telephone which is
situated at the end of the platform in the direction of train travel. When the handset is lifted, the
current will be isolated, (a general indication of power isolation is that the tunnel emergency lights
will come on), Brigade personnel should inform the line controller why the headwall telephone
has been used.

Traction current isolation can also be achieved locally by twisting together (to
form a connection) the two copper wires, these are located in the tunnel

19
Q

LUL JLE ONLY

Falling mains details ?

A

A 150mm fixed falling fire fighting main is provided with street inlets at stations and intervention
shafts. In the tunnel section instantaneous outlets are sited at approximately 60 metre intervals
and are secured in the closed position by light retaining straps. The fire main is permanently filled
with water, and must be pressurised from inlets at stations or IPs by Brigade appliance.
Gives 4.5bars
isolation valves to prevent tunnel flooding every 180m

20
Q

LUL JLE ONLY

Regarding ventilation system that JLE have.

A

Extract or supply

Controlled remotley at Neasden

If operated prior to the arrival of the
Brigade, or the Brigade operates the system, a priority message is to be sent to Brigade Control
indicating that the ventilation system has been actuated, and the direction in which the airflow is
travelling, e.g. ‘westbound from London Bridge to Redcross Way in eastbound tunnel’.

Incident commanders should establish and maintain close liaison with LUL station control room
personnel/line controller regarding fan configuration. No further adjustments are to be
made to the fan configuration/ airflow without the express instruction of the incident
commander, acting in conjunction with the line controller.

Note: When fans are running, crews should expect strong air currents, especially in tunnels

21
Q

LUL JLE ONLY

Powewr outlets ?

A

A separate power supply is provided throughout the tunnel system, feeding 110v DC outlets
spaced at intervals along the tunnels and in the head and tailwall cabinets on station platforms.
This facilitates the use of power tools in tunnel and station complexes without the use of portable
generators. The 110v outlets are clearly signed.

22
Q

DLR speed and how to move train

A

The DLR system normally operates automatically, using driverless trains that
can run in either direction on any line, at a maximum speed of up to 55mph. However, each train
carries a member of staff, known as a Passenger Service Agent (PSA) who is in direct contact with
the DLR

23
Q
DLR ONLY
safe working distance, 
place of safety distance
acknowledge signal
how to signal train to stop
A

• Safe working distance: on DLR, this distance is 2 metres from the running rails.
• Place of safety: on DLR, a defined term, being at least 2 metres from the running rails.
• Acknowledgement signal: On DLR the raising of one arm above the head (train
approaching) and facing the train signifies that the individual has heard the train warning
signal but is only given when that individual is in a position where they believe the train can
pass safely.
Note: The signal for a train to stop is when both arms are raised above the head.

24
Q

DLR ONLY

EMERGENCY TRAIN ACCESS

A

Train doors cannot be opened once a train has left a station except by emergency procedures. If
access is required, one set of doors on either side of the train can be opened externally.
These doors can be found to the left of the centre articulation joint when facing the side of the train.
They can also be identified by the inset step beneath the door and the emergency release
mechanism, accessed by a lift key, to the right of the door. Once on board the train the other
emergency doors can be opened by using release handles beside the doors, which are accessed
by removing clear perspex covers. Operating the handle clockwise releases the lock mechanism
and isolates the air pressure allowing the door to be opened manually

25
Q

DLR

current and station stop train buttons

A

Emergency train stop buttons are on every DLR station platform. These stop automatic trains as
soon as the button is activated, but do not isolate the 750v DC traction current to the conductor
rails and trains.

26
Q

POST OFFICE AUTOMATED RAIL LINK

describe and voltage

A

The system is owned and operated by the Post Office, it is fully automatic and operates on 37
kilometres of track, with seven stations between Paddington and Whitechapel. The system uses
a third rail with power supplies up to 450 volts DC.

27
Q

HEX ONLY

describe and voltage

A

The Heathrow Express is a high speed overhead electrified (25kV AC)
shafts every 1km
HEX has a manual/auto ventilation and smoke
control system in order to evacuate passengers and crew, and to assist firefighting operations.
This system operates in the push-pull mode from either side of the incident
fire main runs the complete length of each of the twin tunnels

28
Q

NETWORK RAIL
Network Rail are responsible for the tracks, power supplies and some major properties
throughout the Brigade’s area utilising the following power supplies:

A
  • Third rail systems with power supplies operating up to 1200 V DC.
  • Overhead line equipment with power supplies up to 25000 V AC.
  • Fourth rail system with power supplies up to 750 V DC.
29
Q

NETWORK RAIL
Following any incident where the incident commander considers that unnecessary difficulties
have been encountered, even though they may have been resolved at the scene, what action ….

A

a detailed report is to be submitted via borough commanders (BC). In addition, the following information is
to be passed to the Resource Management Centre (RMC) on extension 88111 immediately
following the incident:
• Date of incident, name of rail station and line involved.
• Incident number and station ground.
• Name of incident commander.
• Type and location of incident and stop code.
• Time of request for traction current off and time request actioned.
• Was the Brigade met on arrival, and what was the standard of co-operation during the
incident?
• Any other supporting information.