1. / Reducing Risk of Collision within T3 possessions: 5/15mph Brief London North Western

2. / Collision at Badminton 31 October 2006 At about 22:54 hrs on Tuesday 31 October 2006 two self-propelled track maintenance machines, a tamper and a ballast regulator, collided near the site of the former station at Badminton, Gloucestershire. The tamper was travelling at about 35 mph (56 km/h), and the ballast regulator was stationary. The immediate cause of the accident was that the driver of the tamper did not control his speed or react to the presence of the stationary regulator on the line ahead, so as to be able to stop short of it. In addition, the following factors were considered to be contributory to the severity of the accident: The custom of OTM drivers of driving at more than 20 mph (32 km/h) in work sites and the the lack of a defined speed limit for movements in work sites.

3. / Collision near Logan, East Ayrshire 1 August 2015  On 1 August 2015 at about 11:11 hrs, a freight train travelling within a work site collided with the rear of a stationary freight train at 28 mph (45 km/h). Engineering staff had authorised the driver of the moving freight train to enter the work site at New Cumnock station, travel about 3 miles (4.8 km) to the start of a track renewal site, and bring the train to a stand behind the stationary train.  The immediate cause was that the moving train was travelling too fast to stop short of the rear of the stationary train when its driver first sighted the train ahead. This was due to a combination of the train movement in the work site not taking place at the default speed of 5 mph (8 km/h) or at caution, as required by railway rules, and the driver of the moving train believing that the stationary train was further away than it actually was.

4. / Collision between a stoneblower and ballast regulator near Arley, Warwickshire 10 August 2012 At around 04:21 hrs on Friday, 10 August 2012, a stoneblower, collided with a stationary engineering machine, at approximately 22 mph (35 km/h), near Arley, in Warwickshire. The investigation found that when the stoneblower driver sighted the stationary machine he was driving too fast to avoid a collision. Although not a factor in this accident, it is observed that, for driving at night, the 40 mph (64 km/h) maximum speed of travel permitted in engineering worksites is incompatible with the braking and headlight capabilities of the type of engineering machine involved in the collision.

5. / Background It was found through investigations into the previous incidents that excessive speed was a contributing factor where collisions within T3 possessions occurred. Currently the rule book states that a speed up to 40mph can be authorised. In response to the RAIB reports there have been numerous national workshops over the past 12 months with the goal to reduce the risk of collisions within T3 possessions. One output from the workshops, initially as an interim measure prior to a Rule book change, was to reduce the authorised speeds both within worksites and PICOP land. Many FOCs have already briefed their drivers and implemented this working arrangement. All FOCs not already instructing their drivers to adhere to 5/15mph within possessions have agreed to do so by 1 st September 2016. The LNE route are continuing to trial this method of work. In support of our FOC colleagues, the LNW route will be the first Network Rail route to implement this method of work from the 1 st August 2016 with full support from Martin Frobisher – Route MD. The aspiration is to have the 5mph/15mph limit in worksite/PICOP land respectively introduced into the Rule Book in the December 2016 roll–out but as the current rules dictate a MAXIMUM speed of up to 40 mph (depending on worksite conditions), lowering this maximum speed NOW can only have a positive effect on safety.

6. / Within PICOP land All train movements will travel at caution with a speed no greater than 15mph. - Current Ruling as per Module T3 (Driver) You must: make the movement at caution not exceed 40 mph (65 km/h) at any point in the journey when entering, making a movement within, or leaving the possession make any movement in a work site at no greater than 5 mph (10 km/h) unless you are given specific instructions by the ES or SWL on the maximum speed to be applied be prepared to stop before reaching a handsignal that is being displayed. Instructions via Engineering Supervisor Instructions via PICOP Instructions via Signaller Reduction in authorised speed within T3

7. / Within Engineering Worksite All train, On-Track Machines and plant will travel at caution with a speed no greater than 5mph. - Current Ruling as per Handbook 12 (ES/SWL) You must tell the driver or MC that the movement must be made at no greater speed than 5 mph (10 km/h) through the site of work if you have agreed this with an IWA or COSS. If you have agreed that the COSS will use lookout warning during darkness or where the site of work is in or near a tunnel, you must instruct the driver or MC that the movement must be made at no greater speed than 20 mph (30 km/h) through the site of work. If you have not made any agreements with IWAs or COSSs to reduce the speed of movements, you may authorise movements to run at any speed up to 40 mph (65 km/h). Instructions via Engineering Supervisor Instructions via PICOP Instructions via Signaller Reduction in authorised speed within T3

8. / Impact Clearly there will be impacts on planning and delivery teams due to this change and there may inevitably be late change requirements to ensure this change in possession/worksite speed is as non-disruptive as possible. However, in studies it was found that the vast majority of trains in possessions currently travel at a speed less than 20MPH in PICOP land so the impact of this should be minimal. It is the minority of train/OTM movements that travel with excessive speed as highlighted in the previous collision examples, that this instruction is aimed to reduce. 5mph within worksite will certainly be a challenge and planning of haulage/OTMs along with worksite & possession length needs to be considered.

9. / Next Steps - LNW Route implementation 1 st August 2016 - National FOC implementation 1 st Sept 2016 - Further reviews/trials to continue throughout - Attendance and presentation to TOMSC/RSSB - Rule book implementation of 5/15mph rule book amendments & national roll out December 2016

10. / Feedback  Please discuss on your area planning meetings  Feedback to your manager potential/current issues  Email A. Briggs or R. Weatherstone who will collate issues for the LNW route and feedback to Project (Safety, Technical and Engineering Directorate) team: Andrew.Briggs@networkrail.co.uk Richard.Weatherstone@networkrail.co.uk Thanks!