Working Manual for Rail Staff Freight Train Operations Page 1
RSSB
GORT3056
WORKINGMANUALFORRAILSTAFF
FREIGHTTRAINOPERATIONS
GORT3056Issue 5.1
June 2019
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Working Manual for Rail Staff Freight Train Operations Page 2
GORT3056
Issue 5.1
Date June 2019
WORKINGMANUALFORRAILSTAFF
FreightTrainOperations
Publishedby:RSSB
©Copyright2019RailSafetyandStandardsBoard
This issue contains changes to theWhite Pages published in the Periodi-cal Operating Notice (PON) on01/06/2019
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Contents
Contents and Glossary of Terms
Section B Marshalling and Composition of Freight Trains
Section C Principles of Safe Freight Train Operation
Section D Defective Vehicles
Section E Movement of Freight Trains
Section J Intermodal Traffic
Section K Vehicles Requiring Special Conditions of Travel
Appendix 1 Conversion Chart: SLU’s - Metres - Feet
Appendix 2 Exceptional Load Code Words
Appendix 3 Exceptional Load RT3973 Forms
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This manual is for the use of all staff concerned with theacceptance, planning, handling, conveyance, marshalling andmovement of freight traffic.
CONTENTS
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GLOSSARYOFTERMS
TERM MEANING
18 Comment lines Feature in TOPS system qualifyingvehicle details in a train consist andallowing free-form messages
A.R.L. Above Rail Level (height in millimetres)
Authorised load The load (maximum weight, length, andRA) as shown in a Network Railpublication or special notice
Automatic brake Power brake, usually air, provided to stopa train
Bondedvehicle/container
Vehicle/container sealed when loadedand requiring H.M Customs authoritybefore being opened
Brake force The braking force necessary to stop a railvehicle, measured in tonnes
Carrying capacity The maximum weight a vehicle ispermitted to carry
Competent person A person who has been trained,examined and certificated appropriate tothe duties carried out
Control Organisations run by both Network RailRoutes and freight operators to monitorand control train operations andperformance
Converted coachingstock vehicle
A coaching stock vehicle that has beenconverted for another use, such as anadaptor vehicle or test coach
Cripple The term applied to a vehicle which hasbeen labelled as defective
GLOSSARY
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GLOSSARY
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TERM MEANING
Dangerous goods Goods which are capable of posing asignificant risk to health, safety orproperty when carried by rail and definedaccording to GO/RT3053 WorkingManual for Rail Staff - Handling andCarriage of Dangerous Goods
Distributor Device allowing automatic operation ofthe air brakes on a rail vehicle
Exceptional load A load or train requiring special travelarrangements to be authorised, and aform RT3973 to be issued describing these arrangements, before beingallowed to operate
Freight train A train which normally complies withfreight conditions with regard to brakeforce and classification. As a minimumthe train will comprise a locomotive andone vehicle
Gross Laden Weight(GLW)
The total or maximum weight of a vehicle,shown in tonnes
ISO International Standards Organisation
Load examiner A competency held by a member of staffto examine and certify specific loads
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GLOSSARY
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TERM MEANING
Load unit A term used to describe both containersand swapbodies
Loads inspector(Standards)
A person competent in loading disciplineswho can develop arrangements for newtraffic or loads where a loading patternhas not been published and resolveissues following an incident or irregularity
Network Rail W6a vehiclegauge
A profile known as W6a applieson most of the Network Rail managedinfrastructure. Conditions of travel may benecessary on certain other lines.
Piggyback A term which describes the loading andcarriage of road trailers on speciallydesigned vehicles
Piped vehicle A vehicle that has an air pipe connectionbetween headstocks, but does not havean automatic brake, this allows acontinuous brake pipe throughout the train
PPM Planned Preventive Maintenance
Propelling vehicle Suitable vehicle provided when it isnecessary for a shunter to control apropelling movement from the leading end
RA (Route Availability) A code from 1 to 10 given to every vehicleand route, or part of a route, giving detailsof their maximum permissible axle loading
Rolling stock library (RSL) A system linked to TOPS containingdetails of all rolling stock approved byNetwork Rail for operation on itsinfrastructure
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GLOSSARY
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TERM MEANING
Rolling stock technician A person competent to examine vehiclesand label them as defective as shown in this manual
RT3973CON Exceptional load form used for thecarriage of containers and swapbodies
RT3973EXL Exceptional load form used the carriageof exceptional loads which do not comewithin CON/HAW/NUC categories
RT3973HAW Exceptional load form used for thecarriage of heavy axle weight loads overroutes with a lower axle weight rating
RT3973NUC Exceptional load form used for thecarriage of irradiated fuel flasks loaded onvehicles or containers
Stanchion A vertical bar used on wagons or loadunits which acts as a load restraint
Swapbody An intermodal transport unit conforming toEuropean standards, (usually the UIC)which is suitable for conveyance by road or rail only. Swapbodies are of lighterconstruction than containers and haverestrictions on stacking and craning.Swapbodies carry a coding plate showingdetails of its gauge profile, and a codenumber, which indicates its height andwidth in millimetres
Tare weight The weight of a vehicle when empty
TOPS Total Operations Processing System. A computer system containing informationon train services and vehicles
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GLOSSARY
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TERM MEANING
Train document A list containing the necessary informationfor the safe operation of the train. The listcan be manually prepared or produced byTOPS
TRP TOPS reporting point
UIC International Union of Railways; a bodywhich is responsible internationalstandards for through working
Vehicle Either:• any individual unit of rolling stock
forming part of a freight train and which is not capable of traction for example, wagon, tank wagon, brakevan, passenger vehicle, or
• any self propelled vehicle (such as an engineering vehicle) capable of carrying a load
VIBT Vehicle Inspection and Brake Test
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MARSHALLINGANDCOMPOSITIONOFFREIGHTTRAINS
B1 BrakingRequirements
1.1 VehicleswithOperativeAutomaticBrakes
Vehicles which have operative automatic brakes or through pipes may be intermixed, subject to:
• the requirements set out in Sections 1.2 to 1.5
• the brake force requirements in table E1.
1.2 MaximumNumberofPipedVehicles
Not more than three through-piped vehicles may be formed together in a group, unless they are part of one or moremultiple-unit sets, or a formation of locomotive-hauled coachingstock. When it is necessary to move any type of coaching stockin this way, the train operator will issue special instructions.
1.3 AutomaticBrakeontheLastVehicle
The automatic brake must be operational on the last vehicle of every freight train, except as permitted in Section 1.6.
Note
The instructions in this manual are based on:
• all vehicles being air-braked
• special instructions being provided for the operation of any vacuum-braked vehicles.
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1.4 BrakeForceRequirementsforVehiclesattheRearoftheTrain
If there are piped-only vehicles immediately ahead of the last vehicle on the train, then the brake force required on the last vehicle must be not less than the brake force required in Table E1 for the weight of the fitted vehicle and any piped-only wagons immediately ahead of it. When TOPS-produced train formation details are available, this will be calculated by the computer, and a manual calculation and check against Table E1 is not necessary.
1.5 VehicleswithIsolatedAir-BrakeDistributors
Vehicles with two or more air-brake distributors one of which is isolated, must be regarded as having defective brakes and treated as through-piped vehicles except as shown in Section 1.6.
1.6 ‘Cartic-4’Vehicles
A ‘Cartic-4’ vehicle (wagon types, PJA and PJB) has four elements. If one distributor on any element of the ‘Cartic-4’ vehicles has to be isolated, then it may continue to be regardedas a vehicle with a fully operative automatic brake. However, if more than one distributor has to be isolated then the vehicle must be treated as a through-piped vehicle.
1.7 RequiredBrakeForcenoLongerAvailable
If during a journey the required brake force is no longer available, either the weight of the train or its maximum speed must be reduced to that permitted with the brake force available as shown in table E1.
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B2 MarshallingofFreightTrains
2.1 RunnerVehicles
Runner vehicles must be used when loads overhang the ends of vehicles by more than 450 mm. They must have a tare weight not less than 10.5 tonnes.
2.2 MarshallingofMetalProductsandDangerousGoods
Open or flat-bed wagons conveying metal products such as rails, angles, girders and pipes, which in exceptional circumstances could puncture an adjacent vehicle, together with any associated runner wagons, must not bemarshalled next to tank wagons or tank containers containing dangerous goods, whether loaded or discharged.
Note
Marshalling requirements for freight trains carrying dangerous goodsare shown in GO/RT3053 Working Manual for Rail Staff - Handling
and Carriage of Dangerous Goods.
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B3 ConveyanceofCoachingStockVehiclesinFreightTrains
3.1 PassengerVehicles
Passenger-carrying coaching stock and multiple-unit vehicles must only be conveyed in freight trains providing one of the following applies:
• the vehicles are permitted in the Sectional Appendix to operate over the route subject to restrictions published there.
• Form RT3973EXL has been provided to show any route restrictions or conditions of travel that apply.
3.2 Non-PassengerCoachingStock
Non-passenger carrying coaching stock and converted coaching stock vehicles can be conveyed as part of a freight train without special authority subject to:
• any gauge restrictions that may apply
• any ‘Warning’ messages generated on a train document.
3.3 MarshallingofCoachingStockinFreightTrains
Train operators will issue special instructions to indicate where coaching stock vehicles are to be marshalled in a freight train.
3.4 Couplings
Screw couplings must always be used between coaching stockvehicles and freight vehicles. Where two or more buck-eye fitted vehicles are marshalled together, the intermediate buck-eye couplings must be used.
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B4 ConveyanceofCoachingStockVehiclesonEmptyCoachingStockTrains
4.1 PassengerVehicles
Passenger-carrying coaching stock and multiple-unit vehicles, either under their own power or being hauled dead, can be conveyed on an empty coaching stock train (Class 3 or 5) providing one of the following applies:
• The vehicles are permitted in the Sectional Appendix to operate over the route subject to restrictions published there.
• A notice or other document has been provided to the driver to show that the vehicles are permitted to pass over the route subject to any route restrictions or conditions of travel that apply.
4.2 TrainIdentity
Trains conveying vehicles over a route that is not shown in the Sectional Appendix as one where they are permitted to operateand which are subject to route restrictions may be given a train identity in the form 3Q__ or 5Q__.
4.3 TrainMarshallingandFormation
When it is necessary to convey barrier or adaptor vehicles as well as the coaching stock vehicles, this will be shown ininstructions issued by the train operating company concerned.
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B5 TrafficCoveredbyInternationalRegulations
All wagons used for the conveyance of traffic between Great Britain and the Continent via the Channel Tunnel, in either direction, must carry the sign shown below.
Some wagons carry an ‘anchor’ sign to indicate they were permitted to operate between Great Britain and the Continent by train ferry. If a wagon has that marking only, it must not be forwarded via the Channel Tunnel.
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C PRINCIPLES OF SAFE FREIGHTTRAINOPERATION
C1 PreparationofFreightTrains
1.1 General
The information required by Sections 1.2 to 1.6 must be ascertained before any freight train is allowed to commence its journey.
1.2 Length
The train length, including that of the locomotive and any brake van, expressed in metres, must not exceed the length limit for any part of the line.
A chart is included in Appendix 1 for conversion of Standard Length Units (SLUs), feet and metres.
1.3 Weight
The maximum weight that can be hauled by various types of locomotive and details of any weight restrictions by line are published by Network Rail and must not be exceeded.
1.4 RouteAvailability
The Route Availability (RA) of vehicles and locomotives must not exceed the RA number for the route over which the train is to run unless this is permitted by the application of special conditions.
If the route RA figure is to be exceeded, each movement must be authorised by the issue of an exceptional load form RT3973HAW identifying special conditions (see Section K).
NoteThe RA for each type of vehicle can be obtained from TOPS
Route availability 10 is shown on a TOPS train document as 0.
NoteThe train weight is the gross laden weight (in tonnes) of each
vehicle making up the train, including the weight of thelocomotive and the weight of any brake van.
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1.5 MaximumSpeed
The maximum speed at which a freight train can run is determined by the lowest permissible speed of any vehicle making up the train. This is subject to compliance with any emergency, temporary, or permanent speed restrictions.The maximum speed of any vehicle is contained in the TOPS wagon file for vehicles registered by Network Rail. The maximum speed of a train may need to be reduced following:
• inspection of a vehicle by a rolling stock technician in which case the revised maximum speed must be endorsedon a for repairs’ or ‘urgent repair/restricted’ label
• inspection of a load by a loads inspector in which case the revised maximum speed must be endorsed on an ‘exceptional load’ label (see Section E 2.3).
When the maximum speed of a freight train is reduced in either of these circumstances, the person doing so must advisethe TRP and Network Rail.
1.6 BrakeForce
A train must have sufficient brake force to meet the requirements of Table E1.
1.7 TOPSChecks
TOPS carries out automatic checks of freight train consists when the TOPS train document is produced (see Section 2.1). When TOPS is not a available a manual assessment must be undertaken (see Section 2.2).
NoteThe total brake force of the train is the brake force of each
vehicle with operative automatic brakes including thelocomotive.
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C2 DutiesofthePersonResponsibleforTrainPreparation
2.1 TOPS-producedTrainFormationDetailsAvailable
The person responsible for train preparation must check the train formation details as set out in Sections 2.1.1 to 2.1.6. Any errors or incorrect information must be corrected to ensure:
• the sequence of the vehicles as shown on the train formation details conforms to the actual sequence
• each vehicle number on the train formation details conforms with the actual number on the vehicle. If there is any doubt about the number, the one shown on the vehiclemust be used
• the number and sequence of any load unit(s) loaded onto vehicle(s) on the train formation details conforms with the actual number on the load unit(s) on the vehicle(s) (including empty spaces). If there is any doubt about the number, the one shown on the load unit must be used
• defective vehicles, including those with brakes isolated arecorrectly shown on the train formation details.
2.1.1 Length(seealsoSection1.2)
If the actual length of the train shown on the train document is greater than the length limit for the route, the train preparer must reduce the length unless special arrangements are agreed with Network Rail.
2.1.2 Weight(seealsoSection1.3)
The person responsible for train preparation must ensure that the weight of the train does not exceed the authorised load for the intended route or part of the intended route.
NoteTOPS does not check the actual length of a train against the
permitted length limit for the route.
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2.1.3 RouteAvailability(seealsoSection1.4)
The person responsible for train preparation must ensure that the RA of the vehicles and locomotives does not exceed that of the intended route or part of the intended route unless it is permitted under application of special conditions. The RA of vehicles is automatically identified on the train document.
2.1.4 MaximumSpeed(seealsoSection1.5)
The maximum speed of the train is determined by the lowest permissible speed of any vehicle forming the train. This is automatically identified on the train document.
2.1.5 BrakeForce(seealsoSection1.6)
The brake force available for a train is automatically identified on the train document.
2.1.6 SpecialConditions
The person responsible for train preparation must ensure that any wagon shown as required to carry ‘load examined’ or ‘exceptional load’ labels is actually carrying those labels. For vehicles carrying ‘exceptional load’ labels, the person responsible for train preparation must ensure that there is a matching form RT3973 for the movement.
2.1.7 DangerousGoods
Where dangerous goods are being conveyed, the information shown on the vehicle or load unit conforms to the information on the train formation details.
2.1.8 TrainDocument
The person responsible for train preparation must ensure thatthe train document is amended or reissued when:
• the locomotive is removed and replaced by one of a different class or sub class
• the number of locomotives is altered
• any vehicle is attached or detached
• a train is remarshalled
• any vehicle, after examination, becomes defective, whether it is detached or may still travel
• the loading status of any vehicle is changed.
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It is not necessary to reissue a train document when a train hasbeen recessed or stabled and is to go foward with the formationunchanged, but running under a different reporting number. The existing train document can be amended.
The checks set out in Sections 2.1.2 to 2.1.6 will be carried out automatically when a TOPS train document is produced.
As the TOPS computer cannot check whether certain instructions have been observed, it may also generate certain ‘WARNING’ or ‘REJECTION’ messages. The person responsible for train preparation at the point of departure must act as required by these messages and undertake a physical check of the train to ensure that it conforms in every respect to Section 2.1 before it is allowed to depart.
The person responsible for train preparation must also check whether any other requirements in relation to the train formation which TOPS does not monitor have been complied with.
The person responsible for train preparation must then sign thetrain document, printing his name and the name of his company.
The driver must retain the train document during the journey. A train document must be provided for the guard if one is presentfor any part of the journey.
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2.2 TOPS-producedTrainFormationDetailsNOTAvailable
When TOPS or the associated communications systems are unavailable, the methods set out in section 2.3 or 2.4 must be used to produce a train document.
Where intermodal services are concerned, the processes in any other computer systems which provide information on containers used in the production of a train document must be followed unless it is also unavailable.
2.3 WhenAssistanceisAvailablefromAnotherTRP
2.3.1 ContactingAnotherTRP
Providing the loaded/empty status of the vehicles concerned can be confirmed, and it is possible to communicate between the location where the train is being prepared and another TRP,that TRP must be requested to help in producing a train document.
2.3.2 InformationtobeProvided
If another TRP can assist, the following details must be passed to it:
• Train reporting number and departure, calling and destination points
• Particulars of the vehicles to be included in the train
• Locomotive number and class.
2.3.3 IssuingaTrainDocument
When this method of train preparation is used, a train document must be obtained by the issuing TRP. It must be sent, if possible, to an agreed location, so that it can be checked by the person responsible for train preparation againstthe actual composition of the train.
If it is not possible to send a train document, the main details must be read out to the person responsible for trainpreparation so that the necessary checks can be carried out. These checks must be completed before the train can be allowed to depart.
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2.3.4 ‘Warning’or‘Rejection’messages
The train document produced using this method may contain ‘Warning’ or ‘Rejection’ messages produced by the TOPS computer to draw attention to certain important items.
The attention of the person responsible for train preparation must be drawn to any such messages if the train document is read out.
2.3.5 Responsibilitiesofthepersonresponsiblefortrainpreparation-whenatraindocumentisavailable
When a train document is available, the person responsible for train preparation must check the train formation details as shown in Section 2.1, and also check whether any other requirements in relation to the train formation which TOPS doesnot monitor have been complied with.
The person responsible for train preparation must then sign thetrain document, printing his name and the name of his company.
The driver must retain the train document during the journey. A train document must be provided for the guard if one is present for any part of the journey.
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2.3.6 Responsibilitiesofthepersonresponsiblefortrainpreparation-whenatraindocumentisnotavailable
If no train document is available, a manual train document mustbe produced, making use of the information that has been read out. A manual train document must be prepared showing:
• the train identification number and destination
• the class and number of the locomotive(s)
• formation of the train from the locomotive.
The following information must also be included, but any details that have been read out can be used:
• actual load of the train
• minimum brake force required in tonnes
• actual brake force available in tonnes
• the route availability for the route
• highest route availability of any vehicle in the train
• actual number of vehicles
• authorised length limit
• actual length of the train
• maximum speed of the train
• particulars of dangerous goods and their position in the train, or a statement that no dangerous goods are being conveyed.
The train document must then be signed by the person responsible for train preparation, who must also print the name of the person responsible and the name of the company.
The driver must retain the train document during the journey. A train document must be provided for the guard if one is present for any part of the journey.
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2.4 WhenAssistanceisnotAvailablefromAnotherTRP
2.4.1 Manuallycalculatingtheloadofthetrain
When TOPS or the associated communications systems are unavailable, and another TRP cannot assist, the manual methods of calculation set out in this section must be used to produce a train document manually.
The manual production of a train document must only be undertaken when all other methods of automatic production, including using another TRP, have been found not to be possible.
The information required for assessing the train must be obtained for each locomotive and vehicle on the train.
2.4.2 Length
The person responsible for train preparation must calculate the overall length of the train in metres. This must include the length of the locomotive, and any brake van.
If the length of any wagon is not known it must be assumed to be:
• 2-axle wagon - 10.5 metres.
• Bogie wagon - 20 metres.
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2.4.3 Weight
Where the actual weight of a vehicle is not known, the following methods must be used to calculate it:
• Loaded vehicles - Add the weight of the contents (where known) to the vehicle tare weight to obtain the gross laden weight. Where the weight of the contents is not known, add the carrying capacity and the tare weight of the vehicletogether to obtain the gross laden weight.
• Loaded wagons reported as H (Heavy) - Add the carrying capacity and the tare weight of the vehicle together.
• Loaded wagons reported as M (Medium) - Add half the carrying capacity and the tare weight of the vehicle together.
• Loaded wagons reported as L (Light) - Add one quarter of the carrying capacity and the tare weight of the vehicle together.
• Empty vehicles - The tare weight should be used for empty, runner, barrier and ‘discharged’ vehicles.
• Coaching stock - The ‘plated’ weight must be used.
• Locomotives - The weight must be taken from the locomotive side panel.
If it is not possible to determine whether a vehicle is loaded or empty it must be assumed to be fully loaded.
All weights must be rounded up to the next whole number of tonnes.
2.4.4 RouteAvailability(RA)
Where the RA of a vehicle is not known it must be assessed by reference to the weight per axle in tonnes as follows.
• Loaded vehicles - The plated carrying capacity of the vehicle should be added to its tare weight.
• Empty vehicles - The plated tare weight of the vehicle.
Reference must then be made to information provided by the train operators if the vehicle type is known, or table C1 used to calculate the RA for each vehicle.
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TABLE C1ROUTE AVAILABILITY ASSESSMENT
Vehicle RA
Two-axlevehicleGross Laden Weight (tonnes)
Up to 27.5t
Over 27.5t and up to 30t
Over 30t and up to 33t
Over 33t and up to 35.5t
Over 35.5t and up to 38t
Over 38t and up to 40.5t
Over 40t and up to 43t
Over 43t and up to 45.5t
Over 45.5t and up to 48t
Over 48t and up to 51t
1
2
3
4
5
6
7
8
9
10
Multi-axlevehicle Car-carrying vehicle 2
Four-axlevehicle(2xtwo-axlebogies)Gross Laden Weight (tonnes)
Up to 61t
Over 61t and up to 70t
Over 70t and up to 76t
Over 76t and up to 79t
Over 79t and up to 86t
Over 86t and up to 90t
Over 90t and up to 97t
Over 97t and up to 102t
3
4
5
6
7
8
9
10
CoachingStock 2
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2.4.5 Maximumspeed
When TOPS is not available all freight vehicles must be regarded as having a maximum speed of 45 mph unless the permitted maximum speed is shown in instructions issued by the train operator.
2.4.6 BrakeForce
This must be counted as half of the tare weight of each vehicle with an operative automatic brake forming the train, and ‘rounded down’ to the next whole number. The figures for each vehicle must be added together to obtain the total brake force for the whole train. The figure for the locomotive(s) can be found on the locomotive side panel. The information must then be checked against table E1 to ensure that the load is within the permitted limits. If it does not conform to table E1 then either the weight of the train or its maximum speed must be reduced.
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2.4.7 Manualtraindocument
When all the information has been obtained by the methods outlined in sections 2.4.2 to 2.4.6, a manual train document must be prepared showing:
• the train identification number and destination
• the class and number of the locomotive(s)
• formation of the train from the locomotive
• authorised maximum load of the train
• actual load of the train
• minimum brake force required in tonnes
• actual brake force available in tonnes
• the route availability for the route
• highest route availability of any vehicle in the train
• actual number of vehicles
• authorised length limit
• actual length of the train
• maximum speed of the train
• particulars of dangerous goods and their position in the train, or a statement that no dangerous goods are being conveyed.
The train document must then be signed by the person responsible for train preparation, who must also print the name of the person responsible and the name of the company.
The driver must retain the train document during the journey. A train document must be provided for the guard if one is present for any part of the journey.
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C3 OperationalPre-departureCheck
3.1 Before the train document is signed, a physical examination of the train must be made, to ensure that:
• vehicles are coupled correctly
• vehicle couplings that are not in use are correctly stowed
• automatic brake equipment is coupled correctly throughout the train
• all handbrakes are released
• all scotches have been removed
• any goods/passenger changeover levers or empty/loaded levers are in their correct position
• self-propelled on-track machines and power driven rail cranes carry a label to show they have been prepared for travel
• all load securing equipment in use on loaded vehicles appears to be correctly tensioned
• securing equipment that is not in use is correctly stowed
• vehicle sheets are correctly secured and are not torn
• vehicle and load units doors and curtains are closed and secured
• load units mounted on spigots and twistlocks are correctly secured
• loaded vehicles appear to have their weight correctly distributed
• end caps on tank vehicles are correctly fitted and secure
• manlids on tank vehicles appear to be secure and correctly fitted
• all cabinet doors on liquified petroleum gas (LPG) vehicles are locked
• ledges and flat surfaces are free of debris and loose material
• vehicle defect label permits movement of the train
• a working tail lamp is fitted correctly to the rear of the train
• additional checks required by company instructions have been carried out.
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C4 DutiesoftheTraincrew
4.1 A train must not be allowed to start its journey until the driver (and the guard where applicable) is in possession of a completed train document, which must be signed by the train preparer. The driver must make sure that:
• the actual weight of the train does not exceed the maximum as shown on the train document
• the brake force is equal to or greater than the required brake force as shown in table E1
• the RA of any vehicle in the train does not exceed that permitted for the route, unless a form RT3973HAWis available
• the length of the train does not exceed the maximum permitted as shown in the train document.
4.2 The driver must ensure that the maximum speed of his train does not exceed the maximum speed shown on the train document.
4.3 At the termination of each journey the documentation must be handed in to the yard/terminal staff or, where this is not possible, placed behind the label clip of the vehicle which will be leading on departure.
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C5 PreparationofVehiclesIntendedforMovementfromEngineeringWorkSites
5.1 The following requirements apply to any vehicle, loaded or empty, formed in a train intended for movement from an engineering work site.
5.2 When work has been completed, the person responsible for loading or unloading must record the status of each wagon on the ‘Certificate of Readiness’ (heavy (H), medium (M), light (L) or empty (E)). Should the vehicle have a fault the person responsible for loading or unloading must record the status as ‘carded’ (C) on the certificate of readiness (engineering work site). See Section 5.7 for an example of the certificate. The certificate, completed in duplicate, must be signed by the person responsible for loading or unloading. It must then be handed to the person responsible for train preparation.
Completion of the certificate will indicate that the vehicle(s) meets the requirements for safe handover of traffic as follows.
• The doors are fully closed and secured.
• Fixed and loose equipment is properly stowed and secured.
• Traffic is loaded secured according to requirements.
• Loose material and debris has been cleared from the load,vehicle frames and body sides.
5.3 If any on-track machines or power-driven rail cranes are to be conveyed on the train, the person responsible for loading and unloading must confirm that they carry a label to indicate that they have been prepared for travel as shown in company instructions.
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5.4 If a vehicle becomes damaged or becomes defective during loading or unloading, the person responsible for loading or unloading must indicate this on the ‘Certificate of Readiness’, and tell the person responsible for train preparation.
5.5 Vehicles conveying ‘load examined’ traffic or ‘exceptional loads’, (see Section E2 ), must be inspected by a load examiner and an appropriate label attached.
5.6 One copy of the completed ‘Certificate of Readiness’ must be handed to the person responsible for train preparation who must carry out the requirements detailed in Sections C1, C2 or C4 where appropriate.
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ENGINEERINGTRAIN-CERTIFICATEOFREADINESS
Date TrainReportingNo From To
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5.7 PreparationofVehiclesIntendedforMovementfromEngineeringWorkSites
SpecimenEngineeringTrainCertificateofReadiness
5.7 PreparationofVehiclesIntendedforMovementfromEngineeringWorkSites
SpecimenEngineeringTrainCertificateofReadiness
Thisistocertifythatallthevehicleslistedbelowarereadyformovementandthat:
All doors are fully closed and secured.
Fixed and loose equipment is properly stowed and secured.
Loose material and debris has been cleared from the load, vehicle frames and bodysides.
All traffic is loaded and secured as per approved pattern.
Vehicles requiring ‘Exceptional Load’ or ‘Load Examinated’ labels have beeninspected by a competent person.
Self-propelled on-track machines and power-driven rail cranes are labelled to showthey are fit for travel as shown in company’s instructions.
VehicleNumber Status* Remarks/Contents VehicleNumber Status* Remarks/Contents
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ENGINEERINGTRAIN-CERTIFICATEOFREADINESS-Continued
*Indicate whether vehicle is Loaded = (H Heavy ¾ full, M Medium ½ full, L Light ¼
full) or Empty = E and if Carded = C
Where vehicles are not FULLY discharged they must be shown as loaded.
Tobesignedbythepersonresponsibleforloadingorunloading
THISFORMDOESNOTRELIEVEOPERATINGSTAFFOFTRAINPREPARATIONSDUTIES
ThistopcopymustbereturnedtotheLocalManagerbythepersonresponsiblefortrainpreparation
VehicleNumber Status* Remarks/Contents VehicleNumber Status* Remarks/Contents
PersonresponsibleforloadingorunloadingSignature:
PRINTNAME:
Company: Date:
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TABLEC2 VEHICLETYPECODES(CARKND)
These comprise a three letter code. The first two letters indicate thetype of vehicle. The last letter indicates the type of brake provided,according to the following list:
TOPScode
Airbrakegroup
A
B
Air brake
Air brake and vacuum pipe
Vacuumbrakegroup
V
W
Vacuum brake
Vacuum brake and air pipe
Dual-brakegroup
X Air brake and vacuum brake
Unbrakedgroup
Q Air piped
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TABLE C3 SPECIALHANDLINGANDMOVEMENTRESTRICTIONCODES
DANVehicle/container loaded with
dangerous goods
NOT to be loose shunted or have‘loose’ wagons shunted against it
DIFDischarged irradiated fuel
flask
NOT to be loose shunted or have‘loose’ wagons shunted against it
DIS Dangerous discharged tank NOT to be loose shunted or have‘loose’ wagons shunted against it
DNDNOT to be diverted from
booked route
DNL NOT to be loose shuntedNOT to be loose shunted or have‘loose’ wagons shunted against it
EHCWagon conveying container with a height greater than 8'6" but
not exceeding 9'6" high (exceptional load)
ELC Wagon conveying 8'6" high container (exceptional load)
EXA Load examined
HLWWhen axle load of wagon exceeds 17.75 tonnes, other vehicles
must not be ‘loose’ shunted against this wagon
HWCWagon conveying high and wide (exceptional load) container
swapbody up to 8'6" high x 8'2½" wide
OHL Overhanging load. Load not to be moved without runner vehicles
PER Urgent perishable traffic
RAMFull wagon load of radioactive traffic. Not to be ‘loose’ shunted orhave ‘loose’ wagons shunted against it
RUN Runner vehicle. Used with overhanging load
SEP Separation vehicle. Used in a train conveying dangerous goods
TOXToxic gas traffic. Not to be ‘loose’ shunted or have loose vehiclesshunted against it
WGH Traffic to be weighed
XLDExceptional load. Load requiring the issue of exceptional load formRT3973EXL
Note‘NOT to be loose shunted’ means that the vehicle must always be attached
to a locomotive during marshalling or movement.
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TABLEC4 CRIPPLECODES
ADefective vehicle. Movement authorised to a specified repair pointat a maximum speed of 35 mph or other authorised speed
C Not to go. Condemned vehicle - awaiting disposal
DNot to go. Damaged vehicle for which costs may be recoverable. Tobe held until claim agreed
EGreen carded - automatic brake defective. Brake pipe operative. Brake type code must also be reported
FVehicle in Automatic Planned Preventative Maintenance scheme
due PPM. (TOPS-generated code)
G Green carded. For repairs - Safe to travel forward at design speed
H Vehicle overdue VIBT by more than 28 days. (TOPS-generated)
I Not to go. Condemned vehicle to be broken up on site
J Vehicle authorised for ‘one journey only’ movement
KDefective RIV vehicle labelled for repairs not to be re-loaded.
Safe to travel at design speed. To be returned to registering railwaywhen empty
LGreen carded. TOPS- generated output for empty vehicle on autoPPM scheme
MDefective RIV vehicle. Labelled for repairs. Safe to travel at designspeed. To be returned or towards registering railway. May be re-loaded
O Vehicle overdue mandatory PPM. (TOPS-generated)
P Vehicle due planned preventative maintenance
QDefective brake - brakepipe NOT operative. Vehicle may not goforward with defective brake and through pipe NOT in working order.Brake type code must also be reported
R Not to go. Red carded vehicle confined to siding where carded
TDefective vehicle. Requires transhipment and/or load adjustmentprior to going forward to repair point
U Vehicle due for VIBT. (TOPS-generated)
W Vehicles for modification, conversion or overhaul
X Not to go. Vehicle stored or held awaiting decision
Y Red Carded. For ‘yard to yard’ movement only
Z Defective vehicle. Not to go. Awaiting materials
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Trainlist
Train identification numberPoint of Origin
Wagon Type
Position of vehicle on train
Vehicle number
Driver’sslip
To be completed by thetrain prepare:Train single-piped from.......................................
Signature
Additionaldangerousgoodsinformationfortraincrew
Additional actions to helpwith the safety of allpersons involved includingpassengers and the public
Additional information ondangerous goods carried.Information on actions andreporting if people comeinto contact with thegoods
Trainlist
Dangerous goodsemergency code (6characters)
Special handling code(see Table C3)
Driver’sslip
To be completed by thetrain preparer:
Date
Actual available brakeforce
Additionaldangerousgoodsinformationfortraincrew
Dangerous goodsclassification
Principal hazard presented
Reporting requirements ifan accident occurs
TABLEC5 SPECIMENTOPS-PRODUCEDTRAINDOCUMENT
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D DEFECTIVEVEHICLES
D1 VehiclenotonTrain
1.1 A rolling stock technician identifying a vehicle as defective in sidings, during a departure pre-check or when it has been detached from a train, must:
• ensure the appropriate defect label, based on the action required, is attached to both sides of the vehicle
• advise the person in charge of the location where the vehicle is standing so that access can be given to enable the vehicle to be given attention
• advise the train preparer and the train crew if they are known
• advise the TRP of the following details:
- The train identification number.
- The complete vehicle number including any prefix letters.
- The location name and TOPS location number(if known).
- The cripple code and any defect description code.
- Any changes to the cripple code and/or defect description code, destination or permissible speed.
- Any ‘for repairs, advise...’ markings, displayed on the vehicle.
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D2 VehicleonTrain
2.1 When a defect requires the vehicle to be detached from the train, the train crew (or any person provided to assist) who detaches the vehicle must report the following information to the TRP responsible for the location or to the train operating company control who must advise the TRP:
• those details identified in Section 1.1 as requiring to be reported to the TRP
• the reason for detaching
• changes that have been made to the formation of the train.
This document enables the TRP to provide a revised train document if one is required.
2.2 Appropriate labels must be attached and show all relevant details including the train identification number from which the vehicle was detached. The person responsible for train preparation must comply with the requirements of Section Cl, when reforming the train after detaching the defective vehicle.
2.3 Detaching a vehicle from a train requires the train document to be revised. If a revised train document cannot be supplied, the TRP must advise the train crew that the revised train formation has been validated. On arrival at the next calling point a revised train document must be issued to the driver before the train is allowed to depart.
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E MOVEMENTOFFREIGHTTRAINS
E1 AuthorisedVehicles
1.1 MovingUnregisteredVehicles
Before moving unregistered vehicles, special authorisation must be obtained from Network Rail. A form RT3973EXL identifying conditions of travel must be issued for each journey.
Where a movement has been authorised the TOPS ‘18 comment line’ facility must be used by the train operating company to include the vehicles on the train document and also the name and position of the person in Network Rail who has authorised the movement. The train document must be amended to show:
• details of these vehicles
• revised figures for length, weight and brake force
• any changes to the RA or maximum speed.
Note‘18 comment line’ details only remain active in TOPS during
the validity of that train document.
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E2 LoadsforwhichSpecialConditionshavetobeApplied
2.1 SpecialMovementConditions
If no special movement conditions are required, the wagons are labelled with ‘load examined’ labels.
If special movement conditions are required such as movementbeing permitted only over a specified route or speed restrictions at specified locations, these will be identified on form RT3973EXL ‘Advice to train crews of exceptional loads’.
This form must be issued to traincrews before the train departs.
2.2 DiversionfromthePlannedRoute
Diversions from the route identified on form RT3973EXL must be authorised by Network Rail. A revised form RT3973EXL must be issued to the traincrew for the diversionary route.
NoteCertain types of load must be specially examined andlabelled before the traffic is dispatched, as shown in
Section K
Conditions will be determined as set out in Section K.
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2.3 ‘LoadExamined’and‘ExceptionalLoad’labels
Where the restriction relates to the vehicle load, the vehicle must be examined and labelled with either ‘load examined’ or ‘exceptional load’ labels. The person carrying out the examination must complete and sign the labels, which must be placed on both sides of the vehicle.
A train conveying a number of vehicles carrying the same or similar commodity, such as military vehicles, need not have labels affixed to every vehicle provided that:
• all vehicles start and finish their journey as a train load
• the first and last vehicle in the train are labelled on each side clearly showing the numbers of all the vehicles conveyed under the ‘load examined’ or ‘exceptional load’ arrangement which have been inspected and declared safe to travel
• when an unlabelled vehicle requires detaching en route owing to a defect, arrangements are made to place ‘load examined’ or ‘exceptional load’ labels on the vehicle beforeit is moved
• when either of the first or last vehicles in the train requires detaching en route owing to a defect, the ‘load examined’ or ‘exceptional load’ labels are removed and placed on theadjacent vehicle in the train. The ‘load examined’ or ‘exceptional load’ labels must be placed on the defective vehicle before it is moved.
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The following are examples of ‘Load Examined’ and‘Exceptional Load’ labels.
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E3 VehiclesequippedwithChangeoverLevers
3.1 Light/loadchangeoverlevers
TOPS may indicate in the ‘changeover lever’column on a train document (CL loaded or CE empty) which position the lever should be in.
Where the setting is not indicated by TOPS, the position of the lever must be assessed as follows.
• The lever plate will show a ‘change-over weight’ below the lever. Weight figures will also be shown at the ‘empty’ and ‘loaded’ position.
• If the total weight of the vehicle exceeds the changeover weight, the lever must be placed in the ‘loaded’ position. Otherwise the lever should remain in the ‘empty’ position. It should be noted that although a vehicle may be loaded, it may not exceed the ‘changeover weight’ and the lever must be in the ‘empty’ position.
NoteCertain air-braked vehicles are fitted with manual equipmentto vary the brake force in accordance with the total weight of
the vehicle.
A manual changeover lever with two settings ‘loaded’ (‘C’, ‘charge’ or ‘bel’ on international vehicles) and ‘empty’
(‘V’, vide’ or ‘leer’) is fitted on each side of the vehicle.
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3.2 Goods/passengerchangeoverlevers
Class 4 trains must use passenger brake distributor timings. All vehicles equipped with goods/passenger change-over levers must have these levers in the passenger position. Vehicles that can only operate in goods brake distributor timings must not be marshalled in a class 4 train.
Class 6, 7 and 8 trains should operate using the same brake distributor timings throughout the train, with all levers either in the passenger position or in the goods position. Where this is not possible, one of the two following arrangements may be applied.
• All vehicles with goods-timed brake distributors are marshalled ahead of those with passenger-timed brake distributors. This arrangement is limited to trains not exceeding 40 axles, excluding the locomotives.
• Not more than one in four vehicles with the brake distributor timing opposite to those on the rest of the train, subject to a maximum of ten vehicles with the brake distributor timing opposite to those on the rest of the train. No special marshalling requirements apply.
NoteA Cartic- 4 (PJA or PJB) vehicle must be counted as one
vehicle in these calculations.
NoteSome vehicles are fitted with manual equipment to change
the timing of the automatic brake distributor from goods(‘G’, ‘I’, ‘M’, ‘march’, ‘marchandises’ or ‘gut Z’) to passenger
(‘P’, ‘V’, ‘voyag’, ‘voyageurs’ or ‘pers Z’) timings.
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E4 SpecialBrakeTestinginstructionsusingtheEnhancedAirBrakeContinuityTestforDriver-onlyRun-rounds
4.1 Introduction
These arrangements will apply at locations specified by train operators.
4.2 AttachingtheLocomotive
On the first occasion a locomotive is attached to a train an enhanced air brake continuity test must be carried out as follows.
• After the normal brake continuity test has been carried out,the person responsible for train preparation must advise the driver that an additional brake continuity test is required.This will test the application and release of the brakes on the first vehicle next to the locomotive.
• The driver must be instructed to make a full service brake application. When sure that the brakes have applied,the person responsible for train preparation must instruct the driver to raise the brake pipe pressure and must then observe that the brakes release. The driver must overcharge the brake pipe when continuity has been proved.
• The person responsible for train preparation must then complete and sign an enhanced air brake continuity test slip and hand it to the driver. The slip must be countersigned by the driver and handed to any relieving driver who must also countersign it.
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4.3 EnhancedBrakeContinuityTests
A further enhanced brake continuity test must be carried out when the formation of the train is altered in any way, except for a change of locomotive, or when the locomotive runs round the train at a location authorised in local instructions.
The person responsible for train preparation must then complete and sign an enhanced air brake continuity test slip and hand it to the driver.
4.4 ApplyingHandbrakesforaLocomotiveRun-roundMovement
Wagon handbrakes must be applied before the locomotive is detached to run-round the train if there are ten wagons or fewer in the train, or the run-round movement will take more than one hour to complete.
4.5 ExhaustingtheTrainBrake
The driver must completely exhaust the train brake before the locomotive is detached.
In addition, the person responsible for train preparation must open the air brake cock on the first wagon next to the locomotive to ensure that the train brake has been exhausted.
4.6 LocalInstructionsApplyingtoGradients
At locations where local instructions apply due to gradients, handbrakes must be applied after the locomotive is attached to a loaded train, and before carrying out the simple air brake test. The number of handbrakes to be applied will be shown in the local instructions.
4.7 PoorAdhesionConditions
In conditions of exceptionally poor wheel/rail adhesion or where the run-round movement will not be completed in the permitted time, additional handbrakes may need to be applied to loaded or empty trains.
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E5 HandbrakeOperation
5.1 BogieVehicles
On some bogie vehicles a handbrake is provided on each bogie and where application of the handbrake is required then both handbrakes must be applied.
5.2 OperatingHandbrakeswiththeAutomaticBrakeApplied
In normal circumstances, unless specially authorised, handbrakes must not be operated after the automatic brake has been applied.
5.3 VehiclesLeftSecuredbyHandbrakes
When vehicles are to be left secured by handbrakes, the person responsible for stabling the vehicles must carry out any local instructions that are in force to ensure that the vehicles are immobilised and unable to run away.
NoteVehicles are fitted with lever or wheel-operated handbrakes
which can be operated from the side of the vehicle. On someinternational vehicles a handbrake, which may be an
additional handbrake, is located on a platform situated at oneend of the vehicle with access steps up to the platform
provided on both sides of the vehicle.
NoteThis could cause excessive strain on the brake gear whenthe automatic brake is released. When vehicles are fitted
with lever handbrakes there is a risk of injury when asubsequent attempt is made to release the handbrake.
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5.4 UncouplingaLocomotive
The following procedure must be carried out before a locomotive is uncoupled.
• Unless local instructions state otherwise, the driver must apply the straight air brake on the locomotive and then release the automatic brake on the train.
• After checking that the automatic brake has been releasedthe shunter or other nominated person must ensure that allbuffers are not compressed.
• Handbrakes must then be applied in accordance with localinstructions before the locomotive is uncoupled.
5.5 PriortoMovingaVehicle
All handbrakes must be fully released before a vehicle is moved. Staff must visually ensure that the brake has fully released, by checking:
• indicators, where fitted
• that the brake rigging is ‘slack’
• the wheel or lever is fully released.
5.6 ReleasingtheHandbrake
To release a handbrake that has been applied when the train was held by the automatic brake, one of the following
procedures must be adopted.
• Applying the automatic brake and releasing the handbrakelever or wheel.
• Holding the handbrake lever down with a brake stick and then gradually releasing the brake ensuring that on each occasion it is necessary to reposition the brake stick, the brake lever is pinned down.
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5.7 Light/LoadDevices
On vehicles fitted with light/load devices the handbrake operates through the automatic brake rigging and the lever will adopt a position depending on the vehicle load and the state ofthe automatic brake when the handbrake was applied, as follows.
• In the case of an empty vehicle or a vehicle loaded before the automatic brake had been created, the lever will not bemore than half way down the guide.
• In the case of a vehicle loaded after the automatic brake had been created, the lever will not be more than four holes below the mid position.
• In the case of a vehicle loaded after the automatic brake has been applied, the lever will be at the bottom of the guide.
5.8 ReleaseofWheel-operatedHandbrakes
Staff must ensure that they are fully aware of the correct method of releasing wheel operated handbrakes. Handbrakes must be fully released before a vehicle is moved.
5.9 HandbrakeInterlockingDevice
Certain vehicles have been fitted with an interlocking device, which prevents the automatic brake from being created until all handbrakes have been fully released. If difficulties are experienced in creating the automatic brake on a vehicle fitted with a handbrake interlocking device, a check must be carried out to ensure that all handbrakes are fully released.
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E6 Self-propelledOn-trackMachinesandPower-drivenRailCranes
6.1 Machineoperator’sduties
The machine operator will:
• ensure before a locomotive or vehicle is attached to it, that the machine is secured to prevent it moving, for example by use of handbrake or, scotches
• define the maximum gradient on which a machine can be safely coupled to a train
• ensure that any part of the machine equipment, for example a jib or lifting gear, is safely secured for movement
• make sure that a label has been applied to indicate the vehicle has been made fit to travel.
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TABLEE1 MAXIMUMLOADSPERMITTEDWITHSPECIFICBRAKEFORCES
ActualBrakeForce
Available(Tonnes)
Maximum Speed (mph)
35 40 45 50 55 60 65 70 75
Load (Tonnes)
5 30 25 20 20 15 15 15 10 10
10 60 50 45 40 35 30 30 25 25
15 90 80 70 60 55 50 45 40 35
20 125 105 95 85 75 65 60 55 50
25 155 135 115 105 95 80 75 65 60
30 185 160 140 130 115 100 90 80 75
40 250 215 190 170 150 135 120 110 100
50 310 270 240 210 190 170 150 135 125
60 375 325 285 255 230 200 180 165 150
70 435 380 330 295 270 235 215 190 175
80 500 430 380 340 305 270 245 220 200
90 560 485 430 385 345 305 275 245 225
100 625 540 475 425 385 340 305 275 250
110 685 595 525 470 420 370 335 300 275
120 750 650 570 510 460 405 365 330 300
130 810 700 620 550 500 440 395 355 325
140 875 755 670 595 535 475 425 385 350
150 935 810 715 640 575 510 455 410 375
160 1000 865 765 680 615 540 485 435 400
170 1060 920 810 720 650 575 515 465 425
180 1125 970 860 765 690 610 545 495 450
190 1185 1025 905 805 730 645 575 520 475
200 1250 1080 955 850 765 680 605 550 500
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TABLEE1 MAXIMUMLOADSPERMITTEDWITHSPECIFICBRAKEFORCES
ActualBrakeForce
Available(Tonnes)
Maximum Speed (mph)
35 40 45 50 55 60 65 70 75
Load (Tonnes)
210 1310 1135 1000 890 805 710 635 575 525
220 1375 1190 1045 935 840 745 665 600 550
230 1435 1245 1095 975 880 780 695 630 575
240 1500 1295 1140 1020 920 810 725 655 600
250 1560 1350 1190 1060 955 845 755 685 625
260 1625 1405 1235 1105 995 880 790 710 650
270 1685 1460 1285 1145 1035 915 820 740 675
280 1750 1515 1335 1190 1070 945 850 765 700
290 1810 1565 1380 1230 1110 980 880 795 725
300 1875 1620 1430 1265 1150 1015 910 820 750
310 1935 1675 1475 1315 1185 1050 940 850 775
320 2000 1730 1525 1360 1225 1080 970 875 800
330 2060 1785 1575 1400 1265 1115 1000 905 825
340 2125 1835 1620 1445 1300 1150 1030 930 850
350 2185 1890 1670 1490 1345 1185 1060 955 875
360 2250 1945 1720 1530 1380 1220 1090 985 900
370 2310 2000 1765 1575 1420 1250 1120 1015 925
380 2375 2055 1810 1615 1460 1285 1150 1040 950
390 2435 2110 1860 1660 1500 1320 1180 1070 975
400 2500 2160 1905 1700 1540 1355 1210 1095 1000
450 2810 2430 2145 1910 1735 1525 1360 1230 1125
500 3125 2700 2385 2125 1925 1695 1510 1370 1250
550 3435 2970 2620 2335 2120 1865 1660 1510 1375
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Movement of Freight Trains GORT3056Issue 5.1
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Working Manual for Rail Staff Freight Train Operations Page 54
TABLEE1 MAXIMUMLOADSPERMITTEDWITHSPECIFICBRAKEFORCES
NoteFor trains running at a maximum speed of less than 35 mph,
the column headed ‘Maximum Speed of 35 mph’ must beused.
ActualBrakeForce
Available(Tonnes)
Maximum Speed (mph)
35 40 45 50 55 60 65 70 75
Load (Tonnes)
600 3750 3245 2860 2545 2315 2035 1810 1645 1500
650 4060 3515 3100 2760 2505 2205 1960 1780 1625
700 4375 3785 3340 2980 2700 2370 2110 1920 1750
750 - - 3580 3190 2900 2545 2260 2060 1875
800 - - 3815 3400 3090 2715 2410 2200 2000
850 - - 4050 3620 3280 2880 2560 2335 2110
900 - - 4290 3830 3480 3050 2710 2475 2230
950 - - 4530 4040 3670 3220 2860 2610 2350
1000 - - 4770 4250 3860 3390 3010 2750 2470
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Intermodal Traffic
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GORT3056Issue 5.1
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J INTERMODALTRAFFIC
J1 ConveyanceofLoadUnitsonIntermodalServices
1.1 ConditionsofTravelRelatingtoRouteClearance
All load units and vehicle combinations are liable to have applied to them conditions of travel relating to route clearance.
If special movement conditions are required such as movementbeing permitted only over a specified route or speed restrictions at specified locations, these will be identified on form RT3973CON.
Form RT3973CONmust be issued to train crews before the train departs.
If the combination of load units and vehicle types conforms to table J1, no conditions of travel will apply, and the issue of formRT3973CON is not required.
If the combination of load units and vehicle types conforms to tables J2 to J5, conditions of travel may apply over the booked route, form RT3973CON must be completed and issued to train crew before the train departs.
1.2 DiversionfromthePlannedRoute
If it is necessary to divert a train that from the booked route, thetrain must not proceed unless the train crew has a form RT3973CON which shows that the train is permitted to run overthe diversionary route and whether any restrictions apply.
1.3 ISOContainers
Note
ISO containers have a maximum
width of 2500mm (8ft 2½ ins).
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GORT3056Issue 5.1
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J2 Swapbodies
2.1 ‘S’plates
An example of an ‘S’ Plate
Swapbodies not carrying a plate must be physically checked toensure they can be carried on the rail network on suitable vehicles.
2.2 SwapbodiesofWidth2500-2600mm
No swapbody 2500 - 2600 mm in width must be loaded on to a vehicle for movement on Network Rail managed infrastructure until it displays an ‘S’ plate.
Swapbodies with a width up to 2550 mm are numbered S**. Those with a width in the range 2551 mm to 2600 mm are numbered S***.
2.3 Swapbodiesbearingtwo‘S’plates
If a swapbody for forwarding bears two ‘S’ plates then the higher number must be used for comparison purposes with Tables J1 to J5.
S25 C25 NRGB
04 12 0632832
WHMU-451000-7 9690 3624A SB041
2550
NoteSwapbodies acceptable for rail carriage carry an ‘S’ plate
(see diagram below). A temporary coding plate may also becarried with a validity of three months from the date of issue
marked on the plate.
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2.4 UseofTablesJ4,J5andJ6
Swapbodies fitted with ‘S’ plates must be specially checked to ensure that the maximum permitted size is not exceeded in the2500 mm, 2501 - 2550 mm and 2551 - 2600 mm columns of Tables J4, J5 and J6 for the route and vehicle type used.
2.5 CollapsibleSwapbodies
Where swapbodies can be collapsed and several secured for rail carriage as one load, train operators must determine what can be accepted, as the coding plate will then not be applicable.
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J3 LoadingofLoadUnitsontoVehicles
3.1 PositioningLoadUnits
Load units must be loaded on vehicles in positions identified in train operators loading manuals.
3.2 LimitationsonUseofVehiclesFittedwithSpigots
Load units with a gross weight of less than 1.6 tonnes must notbe accepted for transport on vehicles fitted with spigots.
3.3 SecuringLoadUnitsonVehicles
Load units must be correctly seated at all four corner castings on either twist locks, spigots or auto-locks. With twistlocks, the load unit must be secured to the vehicle at all four corners by checking the handle positions. Care must be taken to release the twistlocks before unloading load units (to avoid damage). Where spigots are used, checks must be made of the spigots and the corner castings of the load units being loaded to ensure they are fit for the intended purpose.
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Intermodal Traffic
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GORT3056Issue 5.1
June 20197
J4 TrainInformation
4.1 ComputerSystems
NoteThe control of load units on the rail network may be
undertaken by computer systems, which are linked to TOPS.This allows the appropriate information to appear on the
train document.
Information within those systems covers the train serviceprofile including checks on the:
• load unit serial numbers
• gauge
• actual loaded position in the train
• height, width, length and weight of load units
• code numbers of swapbodies.
The system undertakes a check of load units andswapbodies carrying dangerous goods.
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GORT3056Issue 5.1
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J5 TrainOperation
5.1 VehiclesCarryingLoadUnits
Vehicles carrying load units must not be loose shunted or have other vehicles shunted against them. When vehicles are stabled, handbrakes must be applied on every vehicle unless otherwise specified in local instructions.
5.2 Useof‘UnderControlledExam’Label
Under certain circumstances a competent person will place a white ‘under controlled exam’ label on the vehicle. The vehicle may remain in service, as a competent technical person will monitor the defect and decide when the vehicle is tobe taken out of service for attention. The white label must only be removed by authorised technical staff.
5.3 Bar-couplers
Some intermodal vehicles are permanently connected togetherby means of a bar-coupler. Should a bar-coupler fail, the two sections of the train may only be moved to the nearest possiblelocation for stabling purposes.
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J6 CarriageofRefrigeratedLoadUnits
6.1 ColouredLightIndicators
Some refrigerated load units (reefers) can be fitted with a diesel or gas powered unit. Some units are fitted with coloured light indicators, which are illuminated when the motor is in operation. Where practicable these load units should be positioned such that the lights are not visible from the rear of the train. The lights have no safety significance and staff need take no action when they are illuminated.
6.2 StowageofElectricalCables
Any electrical cables involved on these load units must be correctly stowed and secured.
6.3 IncidentsInvolvingRefrigeratedLoadUnits
With any incidents involving refrigerated load units, make sure specialist advice is obtained before entering a load unit.
Uncontrolled when printed Correction release supersedes GORT3056 Iss 5 with effect from 01/06/2019
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TABLEJ1
COMBINATIONOFLOADUNITS&VEHICLETYPESPERMITTEDOVERNETWORKRAILSTANDARDVEHICLEW6A(W6)CLEAREDROUTES
These c
om
bin
ations m
ay b
e c
onveyed w
ithout auth
ority
, and d
o n
ot re
quire the issue o
f a R
T3973C
ON
form
WagonType/Series
TOPS
Capacity
Deck
CONTAINERS
SWAPBODIES
UICWagon
Codes
Height
MaximumheightofBox/Frame
AlphaCodes
UnitWidth
UnitWidth
ARL
8ft0in
8ft2½in
2500mm
2501mm-2551mm-
(2438mm)
(2500mm)
2550mm
2600mm
$B
abcock M
ega 3
KA
AG
LW=
56t
825m
m2603m
m2568m
mS
11S
08
N/A
UK
Only
Capacity=
38.5
t(8
ft 6
½in
)(8
ft 5
in)
730m
m*
2698m
mN
/AN
/AN
/AN
/A(8
ft 1
0¼
in)
)
$G
ER
S P
ocket W
agon
KTA
GLW
=90t
475m
m2896m
mN
/AN
/AN
/AN
/AU
K O
nly
Capacity=
67t
(9ft 6
in)
$T
hra
ll W
agon
FA
AG
LW=
68t
712m
m2674m
m2639m
mS
19
N/A
N/A
UK
Only
Capacity=
34t
(8ft 9
¼in
)(8
ft 7
¾in
)
$Low
liner
FLA
GLW
=52t
720m
m2720m
m2686m
mS
23
N/A
N/A
UK
Only
Capacity=
35t
(8ft 1
1in
)(8
ft 9
¾in
)
WH
Davis
Super-
Low
45
IDA
GLW
=11
4t
730m
m2667m
m2667m
mS
22
S19
N/A
Sfg
gm
mss
Low
Lin
er
Capacity=
77.4
4t
(8ft 9
in)
(8ft 9
in)
Euro
pa F
lat W
agon
FK
AG
LW=
128t
820m
m2603m
m2568m
mS
12
S08
N/A
Sffggm
rrss
Capacity=
87t
(8ft 6
½in
)(8
ft 5
in)
AA
E M
egafr
et
IKA
GLW
=128t
825m
m2603m
m2568m
mS
11S
08
N/A
Sffggm
rrss
Capacity=
87t
(8ft 6
½in
)(8
ft 5
in)
Euro
Tw
in (
UIC
/RIV
)F
IAG
LW=
144t
945m
m2483m
m2448m
mN
/AN
/AN
/AS
fggm
rrss
Capacity=
107.4
t(8
ft 1
¾in
)(8
ft 0
¼in
)
Multifre
t Tw
in (
UIC
/RIV
)IF
AG
LW=
144t
945m
m2483m
m2448m
mN
/AN
/AN
/AS
fggm
rrss
¼C
apacity=
106.9
t(8
ft 1
¾in
)(8
ft 0
¼in
)
Multifre
t S
ingle
s (
UIC
/RIV
)IF
AG
LW=
72t
945m
m2483m
m2448m
mN
/AN
/AN
/AS
fgm
ss
Capacity=
53.8
t(8
ft 1
¾in
)(8
ft 0
¼in
)
$Late
r F
reig
htlin
er
FS
A/F
TA
GLW
=82t
980m
m2436m
m2402m
mN
/AN
/AN
/AU
K O
nly
Capacity=
61.2
t(8
ft 0
in)
(7ft 1
0½
in)
$ThesewagonsareNOTpermittedtopassonservicesviatheChannelTunnelN/ANotAllowed*DeckHeightwithin‘Pocket’
Intermodal Traffic GORT3056Issue 5.1
June 2019
Uncontrolled when printed Correction release supersedes GORT3056 Iss 5 with effect from 01/06/2019
TABLEJ1
COMBINATIONOFLOADUNITS&VEHICLETYPESPERMITTEDOVERNETWORKRAILSTANDARDVEHICLEW6A(W6)CLEAREDROUTES
The
se c
om
bin
ations m
ay b
e c
onveyed w
ithout auth
ority
, and d
o n
ot re
quire
the issue o
f a R
T3973C
ON
form
WagonType/Series
TOPS
Capacity
Deck
CONTAINERS
SWAPBODIES
UICWagon
Codes
Height
MaximumheightofBox/Frame
AlphaCodes
UnitWidth
UnitWidth
ARL
8ft0in
8ft2½in
2500mm
2501mm-2551mm-
(2438mm)
(2500mm)
2550mm
2600mm
$G
B R
ailf
reig
ht
FE
A(A
)G
LW=
82t
982m
m2438m
m2402m
mN
/AN
/AN
/AU
K O
nly
Capacity=
61.3
t(8
ft 0
in)
7ft 1
0½
in)
$F
reig
htlin
er
FE
A(B
)G
LW=
82t
982m
m2438m
m2402m
mN
/AN
/AN
/AU
K O
nly
Capacity=
62t
(8ft 0
in)
(7ft 1
0½
in)
$G
B R
ailf
reig
ht
FE
A(C
)G
LW=
164t
982m
m2438m
m2402m
mN
/AN
/AN
/AU
K O
nly
Capacity=
122t
(8ft 0
in)
(7ft 1
0½
in)
$F
reig
htlin
er
FE
A(E
)G
LW=
82t
982m
m2438m
m2402m
mN
/AN
/AN
/AU
K O
nly
Capacity=
62t
(8ft 0
in)
(7ft 1
0½
in)
$F
reig
htlin
er
FR
AG
LW=
82t
990m
m2428m
m2393m
mN
/AN
/AN
/AU
K O
nly
Capacity=
62.9
t(7
ft 1
1½
in)
(7ft 1
0¼
in)
$G
ER
S F
lat
KFA
GLW
=80t
1000m
m2418m
m2383m
mN
/AN
/AN
/AU
K O
nly
Capacity=
61ft
(7ft 1
1¼
in)
(7ft 9
¾in
)
$E
arly F
reig
htlin
er
FFA
/FG
AG
LW=
72t
1016m
m2402m
m2367m
mN
/AN
/AN
/AU
K O
nly
Capacity=
52t
(7ft 1
0½
in)
(7ft 9
in)
$E
WS
60’C
onta
iner
Carr
ier
FC
AG
LW=
185.4
t1023m
m2405m
m2368m
mN
/AN
/AN
/AU
K O
nly
Capacity=
136t
(7ft 1
0½
in)
(7ft 9
¼in
)
$E
arly F
reig
htlin
er
FFA
/FG
AG
LW=
82t
1039m
m2402m
m2367m
mN
/AN
/AN
/AU
K O
nly
Capacity=
62t
(7ft 9
¾in
)(7
ft 9
in)
Unilo
g 6
0’ I
nte
rnational
IJA
GLW
=90t
1090m
m2316m
m2281m
mN
/AN
/AN
/AS
ffgns
Ferr
y B
oats
Capacity
=70t
(7ft 7
¼in
)(7
ft 5
¾in
)
GE
RS
60 Inte
rnational
KH
AG
LW=
80t
1100m
m2311
mm
2276m
mN
/AN
/AN
/AS
fgss
Capacity=
60t
(7ft 7
in)
(7ft 5
½in
)
Tra
nsfe
sa F
lat
IFB
GLW
=40t
1180m
mN
/AN
/AN
/AN
/AN
/ALfg
ss
Capacity=
28.5
t
$ThesewagonsareNOTpermittedtopassonservicesviatheChannelTunnel
N/ANotAllowed
Intermodal Traffic GORT3056Issue 5.1
June 2019
Working Manual for Rail Staff Freight Train Operations Page 63
Uncontrolled when printed Correction release supersedes GORT3056 Iss 5 with effect from 01/06/2019
Working Manual for Rail Staff Freight Train Operations Page 64
TABLEJ2
COMBINATIONOFLOADUNITS&VEHICLETYPESPERMITTEDOVERW6AEXCEPTIONGAUGEFOR8FT(2438mm)HIGHCONTAINERS(W7)CLEAREDROUTES
WagonType/Series
TOPS
Capacity
Deck
CONTAINERS
SWAPBODIES
UICWagon
Codes
Height
MaximumheightofBox/Frame
AlphaCodes
UnitWidth
UnitWidth
ARL
8ft0in
8ft2½in
2500mm
2501mm-2551mm-
(2438mm)
(2500mm)
2550mm
2600mm
$B
abcock M
ega 3
KA
AG
LW=
56t
825m
m2603m
m2568m
mS
11S
08
N/A
UK
Only
Capacity=
38.5
t(8
ft 6
½in
)(8
ft 5
in)
730m
m*
2698m
mN
/AN
/AN
/AN
/A(8
ft 1
0¼
in)
$G
ER
S P
ocket W
agon
KTA
GLW
=90t
475m
m2896m
mN
/AN
/AN
/AN
/AS
fgm
mnss
Capacity=
67t
(9ft 6
in)
$T
hra
ll W
agon
FA
AG
LW=
68t
712m
m2815m
m2639m
mS
19
N/A
N/A
UK
Only
Capacity=
34t
(9ft 2
¾in
)(8
ft 7
¾in
)
$Low
liner
FLA
GLW
=52t
720m
m2805m
m2686m
mS
23
N/A
N/A
UK
Only
Capacity=
35t
(9ft 2
½in
)(8
ft 9
¾in
)
WH
Davis
Super-
Low
45
IDA
GLW
=11
4t
730m
m2743m
m2636m
mS
22
S19
N/A
Sfg
gm
mss
Low
Lin
er
Capacity=
77.4
4t
(9ft 0
in)
(8ft 9
in)
Euro
pa F
lat W
agon
FK
AG
LW=
128t
820m
m2705m
m2568m
mS
12
S08
N/A
Sffggm
rrss
Capacity=
87t
(8ft 1
0½
in)
(8ft 5
in)
AA
E M
egafr
et
IKA
GLW
=128t
825m
m2705m
m2568m
mS
11S
08
N/A
Sffggm
rrss
Capacity=
87t
(8ft 1
0½
in)
(8ft 5
in)
Euro
Tw
in (
UIC
/RIV
)F
IAG
LW=
144t
945m
m2585m
m2448m
mN
/AN
/AN
/AS
fggm
rrss
Capacity=
107.4
t(8
ft 5
¾in
)(8
ft 0
¼in
)
Multifre
t Tw
in (
UIC
/RIV
)IF
AG
LW=
144t
945m
m2585m
m2448m
mN
/AN
/AN
/AS
fggm
rrss
Capacity=
106.9
t(8
ft 5
¾in
)(8
ft 0
¼in
)
Multifre
t S
ingle
s (
UIC
/RIV
)IF
AG
LW=
72t
945m
m2585m
m2448m
mN
/AN
/AN
/AS
fgm
ss
Capacity=
53.8
t(8
ft 5
¾in
)(8
ft 0
¼in
))
$Late
r F
reig
htlin
er
FS
A/F
TA
GLW
=82t
980m
m2545m
m2402m
mN
/AN
/AN
/AU
K O
nly
Capacity=
61.2
t(8
ft 4
¼in
)(7
ft 1
0½
in)
$ThesewagonsareNOTpermittedtopassonservicesviatheChannelTunnel
N/ANotAllowed
*DeckHeightwithin‘Pocket’
Intermodal Traffic GORT3056Issue 5.1
June 2019
Uncontrolled when printed Correction release supersedes GORT3056 Iss 5 with effect from 01/06/2019
Intermodal Traffic
Working Manual for Rail Staff Freight Train Operations Page 65
GORT3056Issue 5.1
June 2019TABLEJ2continued
COMBINATIONOFLOADUNITS&VEHICLETYPESPERMITTEDOVERW6AEXCEPTIONGAUGEFOR8FT(2438mm)HIGHCONTAINERS(W7)CLEAREDROUTES
WagonType/Series
TOPS
Capacity
Deck
CONTAINERS
SWAPBODIES
UICWagon
Codes
Height
MaximumheightofBox/Frame
AlphaCodes
UnitWidth
UnitWidth
ARL
8ft0in
8ft2½in
2500mm
2500mm-2551mm-
(2438mm)
(2500mm)
2550mm
2600mm
$G
B R
ailf
reig
ht
FE
A(A
)G
LW=
82t
982m
m2543m
m2402m
mN
/AN
/AN
/AU
K O
nly
Capacity=
61.3
t(8
ft 4
¼in
)(7
ft 1
0½
in)
$F
reig
htlin
er
FE
A(B
)G
LW=
82t
982m
m2543m
m2402m
mN
/AN
/AN
/AU
K O
nly
Capacity=
62t
(8ft 4
¼in
)(7
ft 1
0½
in)
$G
B R
ailf
reig
ht
FE
A(C
)G
LW=
164t
982m
m2543m
m2402m
mn
N/A
N/A
N/A
UK
Only
Capacity=
122t
(8ft 4
¼in
)(7
ft 1
0½
in)
$F
reig
htlin
er
FE
A(E
)G
LW=
82t
982m
m2543m
m2402m
mN
/AN
/AN
/AU
K O
nly
Capacity=
62t
(8ft 4
¼in
)(7
ft 1
0½
in)
$F
reig
htlin
er
FR
AG
LW=
82t
990m
m2535m
m2393m
mN
/AN
/AN
/AU
K O
nly
Capacity=
62.9
t(8
ft 3
¾in
)(7
ft 1
0¼
in)
$G
ER
S F
lat
KFA
GLW
=80t
1000m
m2525m
m2383m
mN
/AN
/AN
/AU
K O
nly
Capacity=
61ft
(8f4
3¼
in)
(7ft 9
¾in
)
$E
arly F
reig
htlin
er
FFA
/FG
AG
LW=
72t
1016m
m2515m
m2367m
mN
/AN
/AN
/AU
K O
nly
Capacity=
52t
(8ft 3
in)
(7ft 9
in)
$E
WS
60’C
onta
iner
Carr
ier
FC
AG
LW=
185.4
t1023m
m2508m
m2368m
mN
/AN
/AN
/AU
K O
nly
Capacity=
136t
(8ft 2
¾in
)(7
ft 9
¼in
)
$E
arly F
reig
htlin
er
FFA
/FG
AG
LW=
82t
1039m
m2485m
m2367m
mN
/AN
/AN
/AU
K O
nly
Capacity=
62t
(8ft 1
¾in
)(7
ft 9
in)
Unilo
g 6
0’ I
nte
rnational
IJA
GLW
=90t
1090m
m2441m
m2281m
mN
/AN
/AN
/AS
ffgns
Ferr
y B
oats
Capacity=
70t
(8ft 0
in)
(7ft 5
¾in
)
GE
RS
60 Inte
rnational
KH
AG
LW=
80t
1100m
m2431m
m2276m
mN
/AN
/AN
/AS
fgss
Capacity=
60t
(7ft 1
1¾
in)
(7ft 5
½in
)
Tra
nsfe
sa F
lat
IFB
GLW
=40t
1180m
mN
/AN
/AN
/AN
/AN
/ALfg
ss
Capacity=
28.5
t
$ThesewagonsareNOTpermittedtopassonservicesviatheChannelTunnel
N/ANotAllowed
Uncontrolled when printed Correction release supersedes GORT3056 Iss 5 with effect from 01/06/2019
Working Manual for Rail Staff Freight Train Operations Page 66
Intermodal Traffic
Working Manual for Rail Staff Freight Train Operations
GORT3056Issue 5.1
June 2019TABLEJ3
COMBINATIONOFLOADUNITS&VEHICLETYPESPERMITTEDOVERW6AEXCEPTIONGAUGEFOR8FT6IN(2591mm)HIGHCONTAINERS(W8)CLEARED
ROUTES
WagonType/Series
TOPS
Capacity
Deck
CONTAINERS
SWAPBODIES
UICWagon
Codes
Height
MaximumheightofBox/Frame
AlphaCodes
UnitWidth
UnitWidth
ARL
8ft0in
8ft2½in
2500mm
2500mm-
2551mm-
(2438mm)
(2500mm)
2550mm
2600mm
TT
FT
TT
FT
TT
FT
$B
abcock M
ega 3
KA
AG
LW=
56t
825m
m2793m
m2793m
mS
30
S34
S21
S25
N/A
N/A
UK
Only
Capacity=
38.5
t(9
ft 1
¾in
)(9
ft 1
¾in
)
730m
m*
2888m
mN
/AN
/AN
/AN
/AN
/AN
/AN
/A
(9ft 5
¾in
))
$G
ER
S P
ocket W
agon
KTA
GLW
=90t
475m
m3143m
mN
/AN
/AN
/AN
/AN
/AN
/AN
/AU
K O
nly
Capacity=
67t
(10ft 3
¾in
)
$T
hra
ll W
agon
FA
AG
LW=
68t
712m
m2906m
m2906m
mS
42
S45
N/A
N/A
N/A
N/A
UK
Only
Capacity=
34t
(9ft 6
½in
)(9
ft 6
½in
)
$Low
liner
FLA
GLW
=52t
720m
m2898m
m2898m
mS
41
S44
N/A
N/A
N/A
N/A
UK
Only
Capacity=
35t
(9ft 6
in)
(9ft 6
in)
WH
Davis
Super-
Low
45
IDA
GLW
=11
4t
730m
m2896m
m2896m
mN
/AS
44
N/A
S35
N/A
N/A
Sfg
gm
mss
Low
Lin
er
Capacity=
77.4
4t
(9ft 6
in)
(9ft 6
in)-
Euro
pa F
lat W
agon
FK
AG
LW=
128t
820m
m2793m
m2793m
mS
30
S34
S21
S25
N/A
N/A
Sffggm
rrss
9ft 2
inC
apacity=
87t
(9ft 2
in)
(9ft 2
in)
AA
E M
egafr
et
IKA
GLW
=128t
820m
m2793m
m2793m
mS
30
S34
S21
S25
N/A
N/A
Sffggm
rrss
Capacity=
87t
(9ft 2
in)
(9ft 2
in)
Euro
Tw
in (
UIC
/RIV
)F
IAG
LW=
144t
945m
m2673m
m2673m
mS
18
S21
S18
S21
N/A
N/A
Sfg
gm
rrss
Capacity=
107.4
t(8
ft 9
¼in
)(8
ft 9
¼in
)
Multifre
t Tw
in (
UIC
/RIV
)IF
AG
LW=
144t
945m
m2673m
m2673m
mS
18
S21
S18
S21
N/A
N/A
Sfg
gm
rrss
Capacity=
107.4
t(8
ft 9
¼in
)(8
ft 9
¼in
)
Multifre
t S
ingle
s (
UIC
/RIV
)IF
AG
LW=
72t
945m
m2673m
m2673m
mS
18
S21
S18
S21
N/A
N/A
Sfg
mss
Capacity=
53.8
t(8
ft 9
¼in
)(8
ft 9
¼in
)
$Late
r F
reig
htlin
er
FS
A/F
TA
GLW
=82t
980m
m2638m
m2638m
mS
14
S17
S14
S17
N/A
N/A
UK
Only
Capacity=
61.2
t(8
ft 7
¾in
)(8
ft 7
¾in
)
$ThesewagonsareNOTpermittedtopassonservicesviatheChannelTunnelN/ANotAllowed*DeckHeightwithin‘Pocket’TT-TenttoppedFT-Flattopped
Uncontrolled when printed Correction release supersedes GORT3056 Iss 5 with effect from 01/06/2019
TABLEJ3
COMBINATIONOFLOADUNITS&VEHICLETYPESPERMITTEDOVERW6AEXCEPTIONGAUGEFOR8FT6IN(2591mm)HIGHCONTAINERS(W8)CLEARED
ROUTES
WagonType/Series
TOPS
Capacity
Deck
CONTAINERS
SWAPBODIES
UICWagon
Codes
Height
MaximumheightofBox/Frame
AlphaCodes
UnitWidth
UnitWidth
ARL
8ft0in
8ft2½in
2500mm
2501mm-
2551mm-
(2438mm)
(2500mm)
2550mm
2600mm
TT
FT
TT
FT
TT
FT
$G
B R
ailf
reig
ht
FE
A(A
)G
LW=
82t
982m
m2638m
m2638m
mS
14
S17
S14
S17
N/A
N/A
UK
Only
Capacity=
61.3
t(8
ft 7
¾in
)(8
ft 7
¾in
)
$F
reig
htlin
er
FE
A(B
)G
LW=
82t
980m
m2638m
m2638m
mS
14
S17
S14
S17
N/A
N/A
UK
Only
Capacity 6
2t
(8ft 7
¾in
)(8
ft 7
¾in
)
$G
B R
ailf
reig
ht
FE
A(A
)G
LW=
164t
980m
m2638m
m2638m
mS
14
S17
S14
S17
N/A
N/A
UK
Only
Capacity=
122t
(8ft 7
¾in
(8ft 7
¾in
)
$F
reig
htlin
er
FE
A(E
)G
LW=
82t
980m
m2638m
m2638m
mS
14
S17
S14
S17
N/A
N/A
UK
Only
Capacity=
62t
(8ft 7
¾in
)(8
ft 7
¾in
)
$F
reig
htlin
er
FR
AG
LW=
82t
990m
m2628m
m2628m
mS
14
S17
S14
S17
N/A
N/A
UK
Only
Capacity=
62.9
t(8
ft 7
½in
)(8
ft 7
½in
)
$G
ER
S F
lat
KFA
GLW
=80t
1000m
m2618m
m2618m
mS
13
S16
S13
S16
N/A
N/A
UK
Only
Capacity=
61t
(8ft 7
in)
(8ft 7
in)
$E
arly F
reig
htlin
er
FFA
/FG
AG
LW=
72t
1016m
m2602m
m2602m
mS
11S
14
S11
S14
N/A
N/A
UK
Only
Capacity=
87t
(8ft 6
½in
)(8
ft 6
½in
)
EW
S 6
0’ C
onta
iner
Carr
ier
FC
AG
LW=
185.4
t1023m
m2595m
m2595m
mN
/AS
14
N/A
N/A
N/A
N/A
UK
Only
Capacity=
136t
(8ft 6
¼in
)(8
ft 6
¼in
)
Early F
reig
htlin
er
FFA
/FG
AG
LW=
82t
1039m
m2591m
m2591m
mS
08
S11
S08
S11
N/A
N/A
UK
Only
Capacity=
62t
(8ft 6
in)
(8ft 6
in)
Unilo
g 6
0’ I
nte
rnational
IJA
GLW
=90t
1090m
m2528m
m2528m
mS
04
S07
S04
S07
N/A
N/A
Sffgns
Ferr
y B
oats
Capacity=
70t
(8ft 3
½in
)(8
ft 3
½in
)
GE
RS
60’ I
nte
rnational
KH
AG
LW=
80t
1100m
m2518m
m2518m
mS
03
S06
S03
S06
N/A
N/A
Sfg
ss
Capacity=
60t
(8ft 3
in)
(8ft 3
in)
Tra
nsfe
sa
IFB
GLW
=40t
1180m
mN
/AN
/AN
/AN
/AN
/AN
/AN
/AN
/ALfg
ss
Capacity=
28.5
$ThesewagonsareNOTpermittedtopassonservicesviatheChannelTunnelN/ANotAllowed*DeckHeightwithin‘Pocket’TT-TenttoppedFT-Flat-topped
Intermodal Traffic GORT3056Issue 5.1
June 2019
Working Manual for Rail Staff Freight Train Operations Page 67
Uncontrolled when printed Correction release supersedes GORT3056 Iss 5 with effect from 01/06/2019
Intermodal Traffic
Working Manual for Rail Staff Freight Train Operations Page 68
GORT3056Issue 5.1
June 2019TABLEJ4
COMBINATIONOFLOADUNITS&VEHICLETYPESPERMITTEDONSB1c(W9)GAUGECLEAREDROUTES
WagonType/Series
TOPS
Capacity
Deck
CONTAINERS
SWAPBODIES
UICWagon
Codes
Height
MaximumheightofBox/Frame
AlphaCodes
UnitWidth
UnitWidth
ARL
8ft0in
8ft2½in
2500mm
2501mm-2551mm-
(2438mm)
(2500mm)
2550mm
2600mm
$B
abcock M
ega 3
KA
AG
LW=
56t
825m
m2896m
m2896m
mS
44
S42
N/A
UK
Only
Capacity=
38.5
t(9
ft 6
in)
(9ft 6
in)
730m
m*
2985m
mN
/AN
/AN
/AN
/A(9
ft 9
½in
)
$G
ER
S P
ocket W
agon
KTA
GLW
=90t
475m
m3240m
mN
/AN
/AN
/AN
/AU
K O
nly
Capacity=
67t
(10ft 7
½in
)
$T
hra
ll W
agon
FA
AG
LW=
68t
712m
m2985m
m2985m
mS
53
N/A
N/A
UK
Only
Capacity=
34t
(9ft 9
½in
)(9
ft 9
½in
)
$Low
liner
FLA
GLW
=52t
720m
m2995m
m2995m
mS
53
N/A
N/A
UK
Only
Capacity=
35t
(9ft 1
0in
)(9
ft 1
0in
)
WH
Davis
Super-
Low
45
IDA
GLW
=11
4t
730m
m2896m
m2896m
mS
44
S44
N/A
Sfg
gm
mss
Low
Lin
er
Capacity=
77.4
4t
(9ft 6
in)
(9ft 6
in)
Euro
pa F
lat W
agon
FK
AG
LW=
128t
820m
m2896m
m2896m
mS
44
S44
N/A
Sffggm
rrss
Capacity=
87t
(9ft 6
in)
(9ft 6
in)
AA
E M
egafr
et
IKA
GLW
=128t
825m
m2896m
m2896m
mS
44
S44
N/A
Sffggm
rrss
Capacity=
87t
(9ft 6
in)
(9ft 6
in)
Euro
Tw
in (
UIC
/RIV
)F
IAG
LW=
144t
945m
m2770m
m2770m
mS
32
S32
S360
Sfg
gm
rrss
Capacity=
107.4
t(9
ft 1
in)
(9ft 1
in)
Multifre
t Tw
in (
UIC
/RIV
)IF
AG
LW=
144t
945m
m2770m
m2770m
mS
32
S32
S360
Sfg
gm
rrss
Capacity=
106.9
t(9
ft 1
in)
(9ft 1
in)
Multifre
t S
ingle
s (
UIC
/RIV
)IF
AG
LW=
72t
945m
m2770m
m2770m
mS
32
S32
S360
Sfg
mss
Capacity=
53.8
t(9
ft 1
in)
(9ft 1
in)
$Late
r F
reig
htlin
er
FS
A/F
TA
GLW
=82t
980m
m2743m
m2743m
mS
27
S25
N/A
UK
Only
Capacity=
61.2
t(9
ft 0
in)
(9ft 0
in)
$ThesewagonsareNOTpermittedtopassonservicesviatheChannelTunnel
N/ANotAllowed
*DeckHeightwithin‘Pocket’
Uncontrolled when printed Correction release supersedes GORT3056 Iss 5 with effect from 01/06/2019
Intermodal Traffic
Working Manual for Rail Staff Freight Train Operations Page 69
GORT3056Issue 5.1
June 20197TABLEJ4
COMBINATIONOFLOADUNITS&VEHICLETYPESPERMITTEDONSB1c(W9)GAUGECLEAREDROUTES
WagonType/Series
TOPS
Capacity
Deck
CONTAINERS
SWAPBODIES
UICWagon
Codes
Height
MaximumheightofBox/Frame
AlphaCodes
UnitWidth
UnitWidth
ARL
8ft0in
8ft2½in
2500mm
2501mm-2551mm-
(2438mm)
(2500mm)
2550mm
2600mm
$G
B R
ailf
reig
ht
FE
A(A
)G
LW=
82t
982m
m2733m
mn
2733m
mS
27
S25
N/A
UK
Only
Capacity=
61.3
t(8
ft 1
1½
in)
( 8ft 1
1½
in)
$F
reig
htlin
er
FE
A(B
)G
LW=
82t
982m
m2743m
m2743m
mS
27
S25
N/A
UK
Only
Capacity=
62t
(9ft 0
in)
(9ft 0
in)
$G
B R
ailf
reig
ht
FE
A(C
)G
LW=
164t
982m
m2743m
m2743m
mS
27
S25
N/A
UK
Only
Capacity=
122t
(9ft 0
in)
(9ft 0
in)
$F
reig
htlin
er
FE
A(E
)G
LW=
82t
982m
m2743m
m2743m
mS
27
S25
N/A
UK
Only
Capacity=
62t
(9ft 0
in)
(9ft 0
in)
$F
reig
htlin
er
FR
AG
LW=
82t
990m
m2725m
m2725m
mS
27
S25
N/A
UK
Only
Capacity=
62.9
t(8
ft 1
1¼
in)
(8ft 1
1¼
in)
$G
ER
S F
lat
KFA
GLW
=80t
1000m
m2715m
m2715m
mS
25
S23
N/A
UK
Only
Capacity=
61ft
(8ft 1
1in
)(8
ft 1
1in
)
$E
arly F
reig
htlin
er
FFA
/FG
AG
LW=
72t
1016m
m2699m
m2699m
mS
24
S22
N/A
UK
Only
Capacity=
52t
(8ft 1
0¼
in)
(8ft 1
0¼
in)
$E
WS
60’C
onta
iner
Carr
ier
FC
AG
LW=
185.4
t1023m
m2692m
m2692m
mS
23
S22
N/A
UK
Only
Capacity=
136t
(8ft 1
0in
)(8
ft 1
0in
)
$E
arly F
reig
htlin
er
FFA
/FG
AG
LW=
82t
1039m
m2676m
m2676m
mS
22
S20
N/A
UK
Only
Capacity=
62t
(8ft 9
½in
)(8
ft 9
½in
)
Unilo
g 6
0’ I
nte
rnational
IJA
}G
LW=
90t
1090m
m2625m
m2625m
mS
16
S14
N/A
Sffgns
Ferr
y B
oats
IJA
}C
apacity=
70t
(8ft 7
½in
)(8
ft 7
½in
)
GE
RS
60 Inte
rnational
KH
AG
LW=
80t
1100m
m2615m
m2615m
mS
15
S13
N/A
Sfg
ss
Capacity=
60t
(8ft 7
in)
(8ft 7
in)
Tra
nsfe
sa F
lat
IFB
GLW
=40t
1180m
m2535m
m2535m
mS
11^
S07
S337
Lfg
ss
Capacity=
28.5
t(8
ft 3
¾in
)(8
ft 3
¾in
)
$ThesewagonsareNOTpermittedtopassonservicesviatheChannelTunnel
N/ANotAllowed
^(B
y s
pecia
l agre
em
ent, o
nly
Tra
nsfe
sa o
wned s
wapbodie
s n
um
bere
d in th
e r
ange T
F001 to T
F480)
Uncontrolled when printed Correction release supersedes GORT3056 Iss 5 with effect from 01/06/2019
Intermodal Traffic
Working Manual for Rail Staff Freight Train Operations Page 70
GORT3056Issue 5.1
June 2019TABLEJ5
COMBINATIONOFLOADUNITS&VEHICLETYPESPERMITTEDON(W10)GAUGECLEAREDROUTES
WagonType/Series
TOPS
Capacity
Deck
CONTAINERS
SWAPBODIES
UICWagon
Codes
Height
MaximumheightofBox/Frame
AlphaCodes
UnitWidth
UnitWidth
ARL
8ft0in
8ft2½in
2500mm
2501mm-2551mm-
(2438mm)
(2500mm)
2550mm
2600mm
Euro
pa F
lat W
agon
FK
AG
LW=
128t
820m
m2896m
m2896m
mS
44
N/A
N/A
Sffggm
rrss
Capacity=
87t
(9ft 6
in)
(9ft 6
in)
AA
E M
egafr
et
IKA
GLW
=128t
825m
m2896m
m2896m
mS
44
N/A
N/A
Sffggm
rrss
Capacity=
87t
(9ft 6
in)
(9ft 6
in)
Euro
Tw
in (
UIC
/RIV
)F
IAG
LW=
144t
945m
m2896m
m2896m
mS
44
N/A
N/A
Sfg
gm
rrss
Capacity=
107.4
t(9
ft 6
in)
(9ft 6
in)
Multifre
t Tw
in (
UIC
/RIV
)IF
AG
LW=
144t
945m
m2896m
m2896m
mS
44
N/A
N/A
Sfg
gm
rrss
Capacity=
106.9
t(9
ft 6
in)
(9ft 6
in)
Multifre
t S
ingle
s (
UIC
/RIV
)IF
AG
LW=
72t
945m
m2896m
m2896m
mS
44
N/A
N/A
Sfg
mss
Capacity=
53.8
t(9
ft 6
in)
(9ft 6
in)
$Late
r F
reig
htlin
er
FS
A/F
TA
GLW
=82t
980m
m2896m
m2896m
mS
44
N/A
N/A
UK
Only
Capacity=
61.2
t(9
ft 6
in)
(9ft 6
in)
$G
B R
ailf
reig
ht
FE
A(A
)G
LW=
82t
982m
m2896m
m2896m
mS
44
N/A
N/A
UK
Only
Capacity=
61.3
t(9
ft 6
in)
(9ft 6
in)
$F
reig
htlin
er
FE
A(B
)G
LW=
82t
982m
m2896m
m2896m
mS
44
N/A
N/A
UK
Only
Capacity=
62t
(9ft 6
in)
(9ft 6
in)
$G
B R
ailf
reig
ht
FE
A(C
)G
LW=
164t
982m
m2896m
m2896m
mS
44
N/A
N/A
UK
Only
Capacity=
122t
(9ft 6
in)
(9ft 6
in)
$F
reig
htlin
er
FE
A(E
)G
LW=
82t
982m
m2896m
m2896m
mS
44
N/A
N/A
UK
Only
Capacity=
62t
(9ft 6
in)
(9ft 6
in)
$G
ER
S F
lat
KFA
GLW
=80t
1000m
m2896m
m2896m
mS
44
N/A
N/A
UK
Only
Capacity=
61ft
(9ft 6
in)
(9ft 6
in))
$ThesewagonsareNOTpermittedtopassonservicesviatheChannelTunnel
N/ANotAllowed
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TABLEJ6 LOADUNITHEIGHTSAND‘S’PROFILECODES
Max.Edge
Height(H)(mm)
Max.Edge
Height(H)(ft/ins)
Max.‘S’Codefor2550mm
wideSwapbody
Max.‘S’Codefor2551to
2600mmwideSwapbody
CorrespondingISOContainerHeight
2439mm (8')
2455 8'0¾'' S00 S330
2465 8'1" S01 S331
2475 8'1½'' S02 S332
2485 8'2'' S03 S333
2495 8'2¼'' S04 S334
2505 8'2¾'' S05 S335
2515 8'3'' S06 S336 2515mm (8'3'')
2525 8'3½'' S07 S337
2535 8'3¾'' S08 S338
2545 8'4¼'' S09 S339
2555 8'4½'' S10 S340
2565 8'5'' S11 S341
2575 8'5½'' S12 S342
2585 8'5¾'' S13 S343 2591mm (8'6'')
2595 8'6¼'' S14 S344
2605 8'6¾'' S15 S345
2615 8'7'' S16 S346
2625 8'7½'' S17 S347
2635 8'7¾'' S18 S348
2645 8'8¼'' S19 S349
2655 8'8½'' S20 S350
2665 8'9'' S21 S351 2667mm (8'9'')
2675 8'9½'' S22 S352
2685 8'9¾'' S23 S353
2695 8'10¼'' S24 S354
2705 8'10½'' S25 S355
2715 8'11'' S26 S356
2725 8'11¼'' S27 S357
2735 8'11¾'' S28 S358 2743mm (9')
2745 9'0¼'' S29 S359
2755 9'0½'' S30 S360
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Max.Edge
Height(H)(mm)
Max.Edge
Height(H)(ft/ins)
Max.‘S’Codefor2550mm
wideSwapbody
Max.‘S’Codefor2551to
2600mmwideSwapbody
CorrespondingISOContainerHeight
2765 9'1'' S31 S361
2775 9'1¼'' S32 S362
2785 9'1¾'' S33 S363
2795 9'2'' S34 S364
2805 9'2½'' S35 S365
2815 9'3'' S36 S366
2825 9'3¼'' S37 S367
2835 9'3¾'' S38 S368
2845 9'4'' S39 S369
2855 9'4½'' S40 S370
2865 9'5'' S41 S371
2875 9'5¼'' S42 S372
2885 9'5¾'' S43 S373
2895 9'6'' S44 S374 2896mm (9'6'')
2905 9’6½” S45 S375
2915 9'6¾'' S46 S376
2925 9'7¼'' S47 S377
2935 9'7¾'' S48 S378
2945 9'8'' S49 S379
2955 9'8½'' S50 S380
2965 9'8¾'' S51 S381
2975 9'9¼'' S52 S382
2985 9'9½'' S53 S383
2995 9'10'' S54 S384
3005 9'10½'' S55 S385
3015 9'10¾'' S56 S386
3025 9'11¼'' S57 S387
3035 9'11½'' S58 S388
3045 10' S59 S389 3048mm (10')
3055 10'0¼'' S60 S390
3065 10'0½'' S61 S391
3075 10'1'' S62 S392
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Max.Edge
Height(H)(mm)
Max.Edge
Height(H)(ft/ins)
Max.‘S’Codefor2550mm
wideSwapbody
Max.‘S’Codefor2551to
2600mmwideSwapbody
CorrespondingISOContainerHeight
3085 10'1½'' S63 S393
3095 10'1¾'' S64 S394
3105 10'2¼'' S65 S395
3115 10'2½'' S66 S396
3125 10'3'' S67 S397
3135 10’3½'' S68 S398
3145 10'3¾'' S69 S399
3155 10'4¼'' S70 S400
3165 10'4½'' S71 S401
3175 10'5'' S72 S402
3185 10'5½'' S73 S403
3195 10'5¾'' S74 S404
3205 10'6'' S75 S405 3200mm (10'6'')
3215 10'6½'' S76 S406
3225 10'7'' S77 S407
3235 10'7¼'' S78 S408
3245 10'7¾'' S79 S409
3255 10'8'' S80 S410
3265 10'8½'' S81 S411
3275 10'8¾'' S82 S412
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K VEHICLESREQUIRINGSPECIALCONDITIONSOFTRAVEL
Special conditions of travel are applied to some vehicles or loads. These conditions must be determined before the traffic is dispatched.
K1 VehicleswithHeavyAxleWeights
1.1 Heavy vehicle axle weights may require special conditions of travel. Vehicles with Route Availability greater than that of the route to be used must not be allowed to pass unless authorisedby the issue of form RT3973HAW (see the example in Appendix 3).
If there are no conditions of travel this is stated on the form.
The form RT3973HAW will apply to all movements of the vehicle type involved over the specified route. A copy of the form RT3973HAW must be issued to the train crew at the originating location of the train.
These vehicles do not require ‘exceptional load’ vehicle labels to be applied.
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K2 FreightLoadsforwhichSpecialConditionsApply
The types of load identified in Sections 2.1 and 2.2 must be specially examined and labelled by a person competent in loading before the traffic is dispatched.
2.1 LoadExaminedProcedure
The load examined procedure applies to the following types of loads identified in train operator or Network Rail loading manuals for which no conditions of travel are necessary.
• Traffic which cannot be loaded in all aspects within the Network Rail W6a gauge.
• Loads in excess of the length of the vehicle, which meet the requirements of section K4.3.
• Loads which are wider than the vehicle below 1,000 mm above rail level and which meet the requirements of section K5.
• Loads within the length of the vehicle which are within the Network Rail W6a gauge but are exceptional by reason of awkward shape, heavy weight in relation to size, type of vehicle used or any other reason.
• Rails loaded on more than one vehicle where the only condition of travel is that they must not be loose shunted or have vehicles loose shunted on them.
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2.2 ExceptionalLoadsProcedure
Exceptional loads must be notified to a loads inspector to enable identification and application of the necessary controls before the traffic is accepted and dispatched. Exceptional loadsprocedures apply to the types of load listed below which require conditions of travel to be applied.
• Traffic which cannot be loaded in all respects within the Network Rail W6a gauge, including loads which are only permitted over a specified route.
• Loads that are in excess of the length of the vehicle, which do not meet the requirements of section K4.3.
• Loads that are wider than the vehicle below 1,000 mm above rail level and which do not meet the requirements ofof section K5.
• Loaded or empty vehicles which due to their construction require special conditions of travel to be applied, and always require a form RT3973EXL to be issued.
• Loads which require the imposition of a speed restriction lower than the authorised maximum speed of the vehicle.
• Loads which create unbalanced wheel or axle loadings.
• Vehicles which do not conform to the Network Rail W6a gauge.
• When it is necessary to reduce the speed of a vehicle during transit due to the condition of the load. In this case, the person attaching ‘exceptional load’ labels must advise the appropriate Network Rail control, also advise the TRP to enable TOPS to be updated.
NoteWagons which always require a form RT3973EXL to beissued because of their construction are shown on a TOPStrain document with the comment ‘Special vehicle - RT3973required’
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2.3 LoadsInspector’sResponsibilities
The loads inspector must identify:
• precise dimensions of the load
• type of vehicle to be used
• axle loading
• origin and destination of the movement
• timescale for the movement.
2.4 NetworkRail’sResponsibilities
Network Rail must:
• determine a route which enables the traffic to pass
• determine what conditions of travel have to be applied
• organise production of a Conditions of Travel Notice for themovement.
Note
A Conditions of Travel Notice is a special notice detailing therestrictions that apply to a train conveying an Exceptional
Load.
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2.5 ApplicationofConditions
A loads inspector must:-
• undertake an examination after loading to ensure the load is properly loaded and secured
• determine whether the movement of the load needs to be accompanied, for example by competent loading or technical personnel
• complete and sign the ‘exceptional load’ vehicle labels (see section E for an example) which must be placed on both sides of the vehicle
• a loads inspector must carry out a further examination of the load if the movement does not take place within 24 hours of the original examination.
2.6 ExceptionalLoads-FormRT3973EXL
In all cases where a train or vehicle movement is subject to conditions of travel identified on an exceptional load form RT3973EXL the train crew must be in possession of this form before the train is dispatched.
2.7 Trainidentity
Trains conveying the vehicles carrying ‘exceptional load’ labels must be given a train identity in the form _X__.
Note
Examples of these forms are shown in Appendix 3. Theymay contain code words, which are shown in Appendix 2
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K3 NetworkRailVehicleGauge
3.1 TheW6aVehicleGauge
The Network Rail vehicle gauge (W6a) for vehicles with bogie or axle centres not exceeding 12,800 mm is shown in Table K1. The permitted widths for loads above 1,000 mm above rail level are shown in Table K2. Permitted widths above 1,000 mm above rail level for vehicles with bogie or axle centres exceeding 12,800 mm are shown in Table K3.
3.2 LinesonwhichtheW6aVehicleGaugedoesnotApply
The Network Rail W6a gauge does not apply on some lines, and conditions of travel may have to be obtained for vehicles using those lines. Details of the lines concerned and restrictions that apply are shown in the Sectional Appendix.
3.3 VehiclesthatdonotConformtotheNetworkRailW6aVehicleGauge
Certain wagons do not conform to the Network Rail W6a vehicle gauge. Before they are allowed to operate, loaded or empty, details must be obtained of any special conditions that apply to that movement. Examples of these types of wagon arecontinental wagons and special vehicles used only for exceptional traffic.
3.4 ApplyingtheW6aVehicleGauge
The W6a gauge is now defined in terms of W6a Upper Gauge and W6a Lower gauge. For more details of how this is applied, reference should be made to Railway Group Standard GE/RT8073 - Requirements for the Application of Standard Vehicle Gauges.
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TABLEK1 NETWORKRAILW6aVEHICLEGAUGE
All dimensions on this diagram are in millimetres
30
80
3300
34
40
37
50
39
65
1000
280
FOR PERMITTED WIDTHS BELOW 1000 ABOVE RAILLEVEL
SEE SECTION K5
FOR PERMITTED WIDTHS ABOVE 1000
ABOVE RAIL LEVEL FOR WAGONS WITH
BOGIE CENTRES GREATER THAN 12800
SEE TABLE K3
2690
2820
2440
1590
305
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TABLEK2 NETWORKRAILSTANDARDVEHICLEGAUGEWIDTHS
Heightabove rail
(mm)
Correspondinghalf-width
(mm)
3080
3090
1410
1407
3100 1404
3110
3120
3130
3140
3150
3160
3170
3180
3190
1401
1398
1395
1392
1389
1386
1383
1379
1376
3200 1373
3210
3220
3230
3240
3250
3260
3270
3280
3290
1371
1368
1366
1363
1360
1357
1354
1351
1348
3300 1345
3310
3320
3330
3340
3350
3360
1336
1327
1318
1309
1300
1291
Heightabove rail
(mm)
Correspondinghalf-width
(mm)
3370
3380
3390
1283
1274
1265
3400 1256
3410
3420
3430
3440
3450
3460
3470
3480
3490
1247
1238
1229
1220
1207
1193
1179
1165
1151
3500 1138
3510
3520
3530
3540
3550
3560
3570
3580
3590
1124
1110
1097
1083
1069
1055
1042
1028
1014
3600 1001
3610
3620
3630
3640
3650
3660
987
973
960
946
932
918
Heightabove rail
(mm)
Correspondinghalf-width
(mm)
3670
3680
3690
905
891
877
3700 864
3710
3720
3730
3740
3750
3760
3770
3780
3790
850
836
822
809
795
765
735
706
676
3800 646
3810
3820
3830
3840
3850
3860
3870
3880
3890
616
586
556
526
496
466
436
407
377
3900 347
3910
3920
3930
3940
3950
3960
317
287
257
227
197
152.5
Note
As Table K2 shows only one half of the gauge, the values forpermitted widths are one half of the actual values.
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TABLEK3 PERMITTEDWIDTHSOFLOADSONVEHICLESWITHBOGIECENTRESINEXCESSOF12,800mm
The permitted widths at heights between those specified are calculated as shown in this example:
At 3,400 mm A.R.L. on 14,000 mm Bogie centres:
1. Permitted width at 3,300 mm A.R.L. is 2,650 mm
2. Permitted width at 3,440 mm A.R.L. is 2,400 mm
3. For increase of 140 mm in height, the permitted width decreases by 250 mm
4. Therefore for 100 mm increase in height (ie 3,400 - 3,300) the decrease in width will be 100 x 250 = 179 mm
140
5. Therefore the permitted width is 2,650 - 179 = 2,471 mm
VehicleBogieCentres(mm)
PermittedWidth(mm)
From1000mmto3080mmA.R.L.
At3300mmA.R.L.
At3440mmA.R.L.
At3750mmA.R.L.
At3965mmA.R.L.
12801 - 13400 2800 2670 2420 1570 295
13401 - 14000 2780 2650 2400 1550 275
14001 - 14600 2760 2630 2380 1530 255
14601 - 15250 2735 2605 2355 1505 230
15251 - 15850 2710 2580 2330 1480 205
15851 - 16500 2680 2550 2300 1450 175
16501 - 17000 2660 2530 2280 1430 155
17001 - 17500 2640 2510 2260 1410 135
17501 - 18000 2615 2485 2235 1385 110
18001 - 19000 2575 2445 2195 1345 70
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K4 LoadsinExcessoftheLengthoftheVehicle
4.1 EquivalentLengths
Loads which are longer than the vehicle on which they are to be loaded should be loaded with an equal overhang at each end. Where this is not possible the equivalent length of the load must be determined by measuring the distance from the end of the longer overhang to the adjacent bogie centre must be measured, then doubled and added to the distance betweenthe bogie centres. An example is as follows:
Longer overhang 3500 mm x 2 7,000 mmDistance between bogie centres 12,801 mm
19,801 mm
4.2 EquivalentCentralWidth
The width of a load that is centrally loaded across a vehicle is equal to the actual width of the load. The equivalent central width of a load must be determined as follows.
The distance from the longitudinal centre line of the vehicle to the point on the load farthest from this centre line must be measured, then doubled. An example is as follows:
A 1,450 mm wide load is positioned on a vehicle with 840 mm on one side of the centre line of the vehicle and 610 mm on theother side of the centre line, by doubling the larger distance (840 mm) the equivalent central width is 1,680 mm.
4.3 WhenSpecialConditionsdonotApply
Loads which are longer than the vehicle on which they are loaded may travel without any special conditions, providing oneof the following applies:
• The length or equivalent length does not exceed 18.5 metres.
• The length or equivalent length exceeds 18.5 metres, the load is rigid, well secured and loaded on a single vehicle with runners.
The central or equivalent central width (between 1,200 mm and3,275 mm above rail level throughout their length) must not exceed the width identified in Table K4.
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TABLEK4 CENTRALWIDTHS(OREQUIVALENTCENTRALWIDTHS)PERMITTEDONBOGIECENTRESSHOWN
OVERALL LENGTH OR EQUIVALENT LENGTH OF LOAD (METRES)
18.50 19.00 20.00 21.00 22.00 23.00 24.00 25.00 26.00 27.00 28.00 29.00 30.00 31.00 32.00 33.00 34.00 35.00
Metres
10.50 2625 2585 2505 2420 2330 2235 2140 2035 1930 1820 1705 1585 1480 1340
11.00 2650 2610 2525 2440 2350 2260 2160 2060 1950 1840 1725 1610 1485 1360 1225 1090
11.50 2670 2630 2550 2465 2375 2280 2185 2080 1975 1865 1750 1620 1510 1380 1250 1115 975
12.00 2695 2655 2575 2490 2400 2305 2210 2105 2000 1890 1775 1655 1535 1405 1275 1140 1000 875
12.50 2680 2600 2515 2425 2330 2235 2130 2025 1915 1800 1680 1560 1430 1300 1165 1025 880
13.00 2625 2540 2450 2360 2260 2169 2050 1940 1825 1710 1585 1460 1325 1190 1050 910
13.50 2570 2480 2385 2290 2185 2080 1970 1855 1735 1615 1485 1355 1220 1080 930
14.00 2600 2510 2415 2315 2215 2110 2000 1885 1765 1640 1515 1385 1250 1110 960
14.50 2635 2540 2445 2345 2245 2140 2030 1915 1795 1670 1545 1415 1280 1140 990
15.00 2665 2575 2475 2375 2275 2170 2060 1945 1825 1700 1575 1445 1310 1170 1020
15.50 2695 2605 2510 2410 2310 2200 2090 1975 1855 1725 1605 1475 1340 1200 1050
16.00 2705 2640 2545 2445 2340 2235 2125 2010 1890 1765 1640 1510 1375 1225 1090
16.50 2670 2580 2480 2375 2265 2155 2040 1925 1800 1675 1540 1405 1265 1120
17.00 2665 2615 2515 2415 2300 2190 2075 1960 1835 1710 1575 1440 1300 1160
17.50 2640 2640 2550 2450 2345 2230 2115 1995 1870 1745 1615 1480 1340 1190
18.00 2620 2590 2485 2380 2265 2150 2030 1910 1780 1650 1515 1375 1230
18.50 2600 2525 2420 2310 2195 2070 1945 1820 1690 1555 1415 1270
19.00 2575 2565 2460 2350 2235 2110 1985 1860 1725 1590 1450 1310
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K5 LoadsExceedingVehicleWidthBelow1,000mmAboveRail Level
5.1 WhenSpecialConditionsdonotApply
Loads which are wider than the width of the vehicle, below 1000 mm above rail level may be conveyed without special conditions being applied if the load conforms to the dimensions shown below. However, even if the load does not exceed these dimensions, other factors must be considered and restrictions or conditions applied such as the type of vehicle, the loading arrangements, axle weights and physical arrangements at terminals.
AxleorBogieCentres(mm)
maximumPermissible
Centre/EquivalentWidth(mm)
6100 2640
6500 2636
7000 2632
7500 2627
8000 2621
8500 2616
9000 2610
9500 2603
10000 2596
10500 2589
11000 2582
AxleorBogieCentres(mm)
maximumPermissible
Centre/EquivalentWidth(mm)
11500 2574
12000 2566
12500 2556
13000 2546
13500 2536
14000 2526
14500 2507
15000 2476
15500 2445
16000 2412
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Where the precise axle or bogie centre is not shown then the width or equivalent width can be worked out as in the following example.
Vehicle with a bogie centre dimension of 14,300 mm
Bogie centre 14,000 mm width 2,526 mmBogie centre 14,500 mm width 2,507 mm
Difference 19 mm
Therefore width/equivalent width
= 2,526 - 300 x 19 = 2,515 mm500
5.2 LineswhereTheseDimensionsdonotApply
The dimensions in the table do not apply on some lines. Conditions of travel may have to be obtained for vehicles usingthose lines. Details of the lines concerned and restrictions that apply are shown in the Sectional Appendix.
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6 EngineeringTrainsandOn-trackMachinesinWorkingMode
6.1 TrainsandVehiclestowhichtheseInstructionsApply
Some types of engineering train and on-track machine becomeout-of-gauge when in working mode, and cannot be passed by an out-of-gauge train on an adjacent line. These types of train or vehicle include:
• Mobile Maintenance Train (MMT).
• Tampers, including Switch and Crossing tampers.
• Stoneblowers.
• Long Welded Rail Trains (LWRT).
• High Output Systems trains (HOBC and HORT).
• High Output Plant System trains (HOPS).
• Switch and Crossing Panel trains.
• Overhead Line Equipment trains.
These instructions can be applied to other types of engineeringtrain or on-track machine providing this has been agreed and planned in advance.
6.2 Engineeringtrainsandon-trackmachinesworkingwithinapossession
An engineering train or on-track machine which only becomes out-of-gauge when in working mode can be dealt with as a train or vehicle that is within gauge when travelling to or from a possession.
It can be allowed to work within a possession providing:
• This has been planned in advance and the details are shown in the Weekly Operating Notice.
• It has been confirmed that the dimensions of the train or vehicle do not require any other conditions to be imposed on movements on an adjacent line.
• A special notice has been provided to any signaller involved showing what restrictions apply to the passage of out-of-gauge trains on an adjacent line.
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The train may be subject to route or speed restrictions when travelling to or from a possession. A notice must be provided tothe driver to show any route restrictions or coinditions of travel that apply.
When it is necessary to identify trains which are subject to route restrictions that mean they cannot be diverted from the booked route or running line, they are given a train identity in the form _Q__.
6.3 Engineeringtrainsandon-trackmachinesworkingoutsideapossession
An engineering train or on-track machine which only becomes out-of-gauge when in working mode must be dealt with, when travelling to or from the section where it is to work, as an out-of-gauge train that can pass other out-of-gauge trains.
The train may be subject to route or speed restrictions.
It can be allowed to work outside a possession providing:
• This has been planned in advance and the details are shown on a special notice.
• It has been confirmed that the dimensions of the train or vehicle do not require any other conditions to be imposed on movements on an adjacent line.
• A Conditions of Travel notice has been provided to any signaller involved showing what restrictions apply to the passage of out-of-gauge trains on an adjacent line.
The train crew must be in possession of a Conditions of Travel notice before the train is dispatched, but do not require to havean exceptional load form RT3973EXL.
Trains to which these arrangements apply must be given a train identity in the form _X__ throughout their journeys.
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Appendix 1
Appendix1
CONVERSIONCHARTSLUs-METRES-FEET
SLUs METRES FEET
1 7 21
2 13 42
3 20 63
4 26 84
5 32 105
6 39 126
7 45 147
8 52 168
9 58 189
10 64 210
11 71 231
12 77 252
13 84 273
14 90 294
15 96 315
16 103 336
17 109 357
18 116 378
19 122 399
20 128 420
21 135 441
22 141 462
23 148 483
24 154 504
25 160 525
SLUs METRES FEET
26 167 546
27 173 567
28 180 588
29 186 609
30 192 630
31 199 651
32 205 672
33 212 693
34 218 714
35 224 735
36 231 756
37 237 777
38 244 798
39 250 819
40 256 840
41 263 861
42 269 882
43 276 903
44 282 924
45 288 945
46 295 966
47 301 987
48 308 1008
49 314 1029
50 320 1050
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Appendix1
CONVERSIONCHARTSLUs-METRES-FEET
SLUs METRES FEET
51 327 1071
52 333 1092
53 340 1113
54 346 1134
55 352 1155
56 359 1176
57 365 1197
58 372 1218
59 378 1239
60 384 1260
61 391 1281
62 397 1302
63 404 1323
64 410 1344
65 416 1365
66 423 1386
67 429 1407
68 436 1428
69 442 1449
70 448 1470
71 455 1491
72 461 1512
73 468 1533
74 474 1554
75 480 1575
SLUs METRES FEET
76 487 1596
77 493 1617
78 500 1638
79 506 1659
80 512 1680
81 519 1701
82 525 1722
83 532 1743
84 538 1764
85 544 1785
86 551 1806
87 557 1827
88 564 1848
89 570 1869
90 576 1890
91 583 1911
92 590 1932
93 596 1953
94 602 1974
95 608 1995
96 615 2016
97 621 2037
98 628 2058
99 634 2079
100 640 2100
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Appendix1
CONVERSIONCHARTSLUs-METRES-FEET
SLUs METRES FEET
101 647 2121
102 653 2142
103 660 2163
104 666 2184
105 672 2205
106 679 2226
107 685 2247
108 692 2268
109 698 2289
110 704 2310
111 711 2331
112 717 2352
113 724 2373
114 730 2394
115 736 2415
116 743 2436
117 749 2457
118 756 2478
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Appendix2
EXCEPTIONALLOADCODEWORDS
The following code words may be used on RT3973 forms and in otheroperations publications relating to the movement of exceptional loads(see section E and section K).
1 Clearances,RefugingandStabling
2 Crossovers,Junctions,RunningConnections,LoopsandSidings
CAWSTABExtreme care must be exercised when the load isrecessed to ensure that it will clear structures andvehicles on adjacent tracks.
FUJITNot to be recessed en route without the authority ofthe Network Rail route.
KIMBO Excess must be kept ...... side throughout.
LAMORMust not be refuged in undermentioned loops orsidings.
LUMBARWhen recessed must not be placed in a siding next toa line on which any locomotive or train will pass.
NOCLE Insufficient clearances exist at the following locations.
AJAX
No train signalled 2-6-2or 2-6-3 must be allowed onthe running lines or sidings on both sides of the load.Train to be signalled by the special islineclear2-6-2.
BLOXAll adjacent lines to be blocked when usingcrossovers, junctions and running connections.
BLOCSIDThe adjacent lines to be blocked when working fromrunning line to siding and vice versa.
CAWCROSExtreme caution must be exercised when passingfrom line to loops and sidings and vice versa andwhen in loops and sidings.
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2 Crossovers,Junctions,RunningConnections,LoopsandSidings.....Continued
EXBLOCK
No train signalled 2-6-2or 2-6-3 must be allowed onthe running lines or sidings mentioned on both sides ofthe out-of-gauge engineering train. Train to besignalled by the special islineclear2-6-2.
HAZARDRunning lines and sidings mentioned on both sides ofthe load to be clear. Train to be signalled by thespecial islineclear2-6-3.
JOAN
Running lines or sidings mentioned on the left-handside of the load looking in the direction of travel mustbe clear and no train signalled 2-6-2 or 2-6-3 must beallowed on the running lines or sidings on the right-hand side of the load. Train to be signalled by thespecial islineclear2-6-3.
LACER Must not use crossovers between platforms.
LEFBLOCK
No train signalled 2-6-2 or 2-6-3 must be allowed onthe running lines or sidings mentioned on the left-handside of the out-of-gauge engineering train looking inthe direction of travel. Train to be signalled by the spe-cial islineclear2-6-2.
OGLOOut-of-gauge load where running lines or sidings neednot be clear between points mentioned. To besignalled by the special islineclear2-6-1.
OPPOS
Running lines or sidings mentioned on the right-handside of the load looking in the direction of travel mustbe clear and no train signalled 2-6-2 or 2-6-3 must beallowed on the running lines or sidings on the left-handside of the load. To be signalled by the special is lineclear2-6-3.
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2 Crossovers,Junctions,RunningConnections,LoopsandSidings.....Continued
3 General
RIGBLOCK
No train signalled 2-6-2 or 2-6-3 must be allowed onthe running lines or sidings mentioned on the right-hand side of the out-of-gauge engineering train lookingin the direction of travel. Train to be signalled by thespecial islineclear2-6-2.
SAVOCrossovers at the following locations must not beused.
CHROMEMay travel as described subject to the followingrestrictions.
LONGLOLong-welded rail train to which no conditions of travelapply.
LONGPROJWithin the provisions of the standard instructions andtables for long and projecting loads in Table K4.
MARFOR To be marshalled next to locomotive.
NOTRAMOLoad to be examined by an authorised person at thefollowing points on the journey ....
SULTANTrain conveying load must travel on ....... line asfollows ....
WINGAGEX Within gauge in all respects except for ......
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4 ServiceandRoute
5 SpeedRestrictions
EXLOExceptional load with speed or route restrictions only.To be signalled by the special islineclear2-1-6.
GOBI The following route must be observed........
KIMBO Excess width must be kept to ....... side throughout.
LAKE Inspector to travel with load between .............
OASISMay travel loaded as described on ........... (insert trainand date) with Inspector in charge.
PAT
The load to be worked by special freight trainsthroughout the journey and in daylight whereverpossible in order that it may be under close scrutinyof the train crew.
FABRIC Must not exceed a speed of ..... mph at/between ......
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EXCEPTIONALLOADS-SpecimenofFormRT3973EXL
NETWORK RAIL RT3973/EXL
ADVICE TO TRAIN CREWSCONVEYANCE OF EXCEPTIONAL LOADS
(To be handed to the TRAIN CREW at the starting point of the train, where load is attached or when signing on for duty)
SpecialNotes
(a) If you are relieved en route, this advice must be handed to the staff relieving you.
(b) In all circumstances where there is no handover to a train crew, this advice must be handed to thelocal yard staff or, where this is not possible, placed behind the label clip of the wagon which will beleading on departure.
(c) At the termination of the journey this advice must be handed to the staff at the destination
PARTICULARS OF SERVICES USED
Date: Train identity: From: To:
NATURE OF EXCEPTIONAL LOAD
THE FOLLOWING ROUTES MUST BE OBSERVED
(A)
(B)
SUBJECT TO THE FOLLOWING RESTRICTIONS:
Thefollowingrestrictionsapplythroughoutunlessotherwiseshownonthisform:
(1)
(2)
Thefollowingspecialrestrictionsapplyasshown:
No. CODE BETWEEN LOCATION DISTANCE/MP SPEED (MPH)
ROUTE A
(3)
(4)
ROUTE B
(5)
(6)
END
CodeWords
All speedrestrictionslowerthanthoseshownabovemustbeobserved
ISSUED BY NETWORK RAIL FORM No.:DATE OF ISSUE:REPLACES FORM No.:THIS FORM IS VALID UNTIL:
.
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EXCEPTIONALLOADS-SpecimenofFormRT3973HAW
NETWORK RAIL RT3973/HAW
ADVICE TO TRAIN CREWSCONVEYANCE OF HEAVY AXLE WEIGHT WAGONS
(To be handed to the TRAIN CREW at the starting point of the train, where load is attached or when signing on for duty)
SpecialNotes
(a) If you are relieved en route, this advice must be handed to the staff relieving you.
(b) In all circumstances where there is no hanbdover to a train crew, this advice must be handed to thelocal yard staff who will be responsible for giving it to the train crew working the train forward..
(c) At the termination of the journey this advice must be handed to the staff at the destination
PARTICULARS OF SERVICES USED
Date: Train identity: From: To:
TYPE OF VEHICLES
RA OF VEHICLES
THE FOLLOWING ROUTES MUST BE OBSERVED
(A)
(B)
SUBJECT TO THE FOLLOWING RESTRICTIONS
No. BETWEEN LOCATION DISTANCE/MP SPEED (MPH)
ROUTE A
(1)
(2)
ROUTE B
(3)
(4)
END
All speedrestrictionslowerthanthoseshownabovemustbeobserved
ISSUED BY NETWORK RAILFORM No.:DATE OF ISSUE:REPLACES FORM No.:THIS FORM IS VALID UNTIL:
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EXCEPTIONALLOADS-SpecimenofFormRT3973CON
NETWORK RAIL RT3973/CON
ADVICE TO TRAIN CREWSCONVEYANCE OF CONTAINERS
(To be handed to the TRAIN CREW at the starting point of the train, where load is attached or when signing on for duty)
SpecialNotes
(a) If you are relieved en route, this advice must be handed to the staff relieving you.
(b) In the load is staged without immediate relief of the train crew, this advice must be handed to thelocal yard staff who will be responsible for giving it to the train crew working the train forward.
(c) At the termination of the journey this advice must be handed to the staff at the destination
PARTICULARS OF SERVICES USED
Date: Train identity: From: To:
NATURE OF EXCEPTIONAL LOAD
THE FOLLOWING ROUTES MUST BE OBSERVED
(A)
(B)
SUBJECT TO THE FOLLOWING RESTRICTIONS:
(No. BETWEEN LOCATION DISTANCE/MP SPEED (MPH)
ROUTE A
(1)
(2)
ROUTE B
(3)
(4)
END
All speedrestrictionslowerthanthoseshownabovemustbeobserved
ISSUED BY NETWORK RAILFORM No.:DATE OF ISSUE:REPLACES FORM No.:THIS FORM IS VALID UNTIL:
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EXCEPTIONAL LOADS-SpecimenofFormRT3973NUC
NETWORK RAIL RT3973/NUC
ADVICE TO TRAIN CREWSCONVEYANCE OF RADIOACTIVE FLASK TRAFFIC
(To be handed to the TRAIN CREW at the starting point of the train, where load is attached or when signing on for duty)
SpecialNotes
(a) If you are relieved en route, this advice must be handed to the staff relieving you.
(b) In the load is staged without immediate relief of the train crew, this advice must be handed to theyard staff or, where this is not possible, placed behind the label clip of the wagon which will beleading on departure.
(c) At the termination of the journey this advice must be handed to the staff at the destination
Wagon Type and Number:
Flask Number(s): RA Number
Conveyed on behalf of
are on route from to
THE FOLLOWING ROUTES MUST BE OBSERVED
(A)
(B)
SUBJECT TO THE FOLLOWING RESTRICTIONS:
(No. BETWEEN LOCATION DISTANCE/MP SPEED (MPH)
ROUTES A AND B
Nospecialrestrictions
END
All speedrestrictionslowerthanthoseshownabovemustbeobserved
ISSUED BY NETWORK RAILFORM No.:DATE OF ISSUE:REPLACES FORM No.:THIS FORM IS VALID UNTIL:
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EXCEPTIONAL LOADS-SpecimenofFormRT3973NUCContinued
NETWORK RAIL RT3973/NUC
SERVICES TOBEUSED
Date: WTT No: From: To:
Date: WTT No: From: To:
Date: WTT No: From: To:
Date: WTT No: From: To:
Date: WTT No: From: To
Radioactive flasks which are detained for any reson must be placed away from vehicles containing other dangerous goods, livestock, sensitised photographic materials and from staff rest rooms, shunters’ cabinsand other similar places. If the vehicles are likely to be detained for 12 hours or more, the distanceseparating the vehicles and the places mentioned must be at least 6 metres (20 feet).
Detention of these flasks alongside station platforms or any point adjacent to where mail bags, passengersluggage or sensitised photographic materials are likely to be placed, should be avoided as far as ispracticable.
EMERGENCY ACTION
In the event of a mishap involving a flask immediately carry out the instructions contained in the Pink Pagesof the Working Manual Section E2.
Try to obtain as much information as possible without endangering your personal safety. In all cases thefollowing questions must be answered:/(a) Is the flask wagon derailed? Yes/No
(b) Has the flask wagon been involved in a collision? Yes/No
(c) Is there a fire near the flask? Yes/No
(d) Are large quantities of liquefied peroleum gas, petroleum or other flammable liquids Yes/Nopresent?
(e) Is there any visible damage to the flask or to the cover (if fitted) Yes/No
If you are not sure, give as much information as possible.
TelephoneNumbersofSignalBoxesEnRoute
SignalBox TelephoneNumber SignalBox TelephoneNumberE.T.D.B.T E.T.DB.T
If this train is to run, for any part of the journey, without a brake van the person undertaking the duties of theguard must carry a working mobile telephone for that part of the journey.,
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