{
  "url": "https://openlegislation.uk/eu-decision-2012-757/annex-I/appendix-B",
  "json_url": "https://openlegislation.uk/eu-decision-2012-757/annex-I/appendix-B.json",
  "legislation": "eudn/2012/757",
  "legislation_title": "Commission Decision of 14 November 2012 concerning the technical specification for interoperability relating to the ‘operation and traffic management’ subsystem of the rail system in the European Union and amending Decision 2007/756/EC (notified under document C(2012) 8075) (Text with EEA relevance) (2012/757/EU)",
  "legislation_url": "https://openlegislation.uk/eu-decision-2012-757",
  "path": "annex/I/appendix/B",
  "kind": "appendix",
  "number": "B",
  "heading": null,
  "text": "Common operational principles and rules\nIn case of degraded operation, the contingency arrangements set out in point 4.2.3.6.3 shall also be considered.\n1.\nSANDING\nIf the train is equipped with manually activated sanding device, the driver shall always be allowed to apply sand but shall avoid it wherever possible:\nin the area of points and crossings,\nduring braking at speeds less than 20 km/h,\nwhen at standstill.\nThe exceptions to this are:\nif there is a risk of SPAD (signal passed at danger), or other serious incident and the application of sand would assist adhesion,\nwhen starting away,\nwhen required to test the sanding equipment on the traction unit.\n2.\nDEPARTURE OF THE TRAIN\nAt the initial station or after a scheduled stop the driver is allowed to depart when the following conditions are fulfilled:\nafter the driver has received an authorisation for train movement,\nafter train service conditions are fulfilled,\nwhen it is time to depart, except when allowed to start before the scheduled time.\n3.\nNO AUTHORISATION FOR TRAIN MOVEMENT AT THE EXPECTED TIME\nIf the driver has not received an authorisation for train movement at the expected time, and has no information as to the reason, the driver shall inform the signaller.\n4.\nCOMPLETE FAILURE OF FRONT-END LIGHTS\nIf the driver is not able to display any front-end light:\n4.1.\nDuring good visibility\nThe driver shall inform the signaller about the failure. The train shall proceed at the maximum permitted speed to the nearest location where the front-end light can be repaired/replaced or the affected vehicle replaced. When proceeding, the driver shall use the train audible warning device as necessary or as instructed by the signaller.\n4.2.\nDuring darkness or poor visibility\nThe driver shall inform the signaller about the failure. As long as a portable front-end light displaying a white light is fitted on the front of the train, the train shall proceed at the maximum allowable speed for that failure to the nearest location where the front-end light can be repaired/replaced or the affected vehicle replaced.\nIf a portable front-end light is not available, the train shall not proceed, unless formal instructions are given by the signaller to continue to the nearest suitable location to where the line can be cleared.\nWhen proceeding, the driver shall use the train audible warning device as necessary or as instructed by the signaller.\n5.\nCOMPLETE FAILURE OF A REAR-END SIGNAL\n(1)\nIf the signaller becomes aware of the complete failure of the train rear-end signal, the signaller shall make arrangements to stop the train in an appropriate location and inform the driver.\n(2)\nThe driver shall then check the completeness of the train and if necessary repair/replace the train rear-end signal.\n(3)\nThe driver shall report to the signaller that the train is ready to proceed. Otherwise, if the repair is not possible, the train may not proceed, unless special arrangements are made between signaller and driver.\n6.\nFAILURE OF THE AUDIBLE WARNING DEVICE OF A TRAIN\nIf the audible warning device fails, the driver shall inform the signaller about the failure. The train shall not exceed the permitted speed for the failure of an audible warning device to the nearest location where the audible warning device can be repaired or the affected vehicle replaced. The driver shall be able to stop before passing over any level crossing where the audible warning device must be sounded and then proceed over the level crossing only when it is safe to do so. If a multi-tone audible warning device is defective but at least one tone is functioning, the train may proceed normally.\n7.\nFAILURE OF LEVEL CROSSING\n7.1.\nStopping trains passing over a defective level crossing\nWhen a technical failure affecting safety of running trains over a level crossing has been detected and as long as the safe operation has not been restored, the normal passing of trains over the level crossing must be prevented.\n7.2.\nPassing trains over the defective level crossing (if authorised)\n(1)\nWhere the nature of the failure permits train movements to continue, the driver of each train shall be authorised to continue and to pass over the level crossing.\n(2)\nAfter being instructed to pass over the level crossing with a failure, the driver shall pass the level crossing as instructed. If the level crossing becomes obstructed the driver shall take all possible measures necessary to stop.\n(3)\nWhen approaching the level crossing, the driver shall use the audible warning device when necessary or when formal instructions have been given by the signaller. If the level crossing is clear, the driver shall proceed and accelerate the train as soon as the front of the train has passed clear the level crossing.\n8.\nFAILURE OF VOICE RADIO COMMUNICATION\n8.1.\nFailure of train radio detected during train preparation\nIn case of on board radio failure a train shall not be permitted to start a service on lines where a radio is required.\n8.2.\nFailure of train radio when the train has entered service\nWhen the driver becomes aware that the voice radio is failed, the driver shall inform the signaller as soon as practicable. The driver shall then carry out the formal instructions given by the signaller concerning the further movement of the train. A train with a failed train radio may continue the service:\nas long as another means of emergency communication is provided between the driver and the signaller, or\nto the nearest location where the radio can be repaired or the affected vehicle replaced as long as another means of communication is provided between the driver and the signaller.\n9.\nRUNNING ON SIGHT\nWhen a driver has to run on sight, the driver shall:\nproceed with caution, controlling the speed, taking into account the line visible in advance, such that it is possible to stop short of any vehicle, stop aspect or obstacle, and\nnot exceed the maximum speed for running on sight.\n10.\nASSISTANCE TO A FAILED TRAIN\n(1)\nIf a train is stopped by failure, the driver must immediately inform the signaller about the failure and the circumstances of the failure.\n(2)\nWhen an assisting train is needed, the driver and signaller must agree at least all of the following:\nthe type of assisting train needed,\nif a specific direction is required (front or rear),\nthe location of the failed train.\nAfter the driver has asked for assistance, the train must not be moved even if the defect is rectified until:\nthe assisting train has arrived, or\nthe driver and signaller have agreed alternative arrangements.\n(3)\nThe signaller must not allow the assisting train to enter the section occupied by the failed train unless confirmation has been received that the failed train will not be moved.\nWhen the assisting train is ready to enter the section occupied by the failed train, the signaller shall inform the driver of the assisting train at least the following:\nthe location of the failed train,\nthe location where the failed train is to be taken to\n(4)\nThe driver of the combined train must make sure that:\nthe assisting train is coupled to the failed train, and\nthe brake performance of the train is checked, the automatic brake, if compatible, is connected and a brake test has been carried out.\n(5)\nWhen the combined train is ready to continue, the driver in control must contact the signaller and inform the signaller of any restrictions and move the train in accordance with any instructions given by the signaller.\n11.\nAUTHORISATION TO PASS A SIGNAL SHOWING A STOP ASPECT/INDICATION\nThe driver of the train concerned must have authorisation to pass a signal showing stop aspect/indication.\nWhen giving authorisation, the signaller must give the driver any instructions concerning the movement.\nThe driver must apply the instructions and must not exceed any speed restriction, where one is imposed, until reaching the location where the normal operation can be resumed.\n12.\nANOMALIES IN LINE-SIDE SIGNALLING\nIf any of the following anomalies are observed:\nno signal aspect is shown where there should be one,\nan irregular aspect is shown at the signal,\nan irregular signal aspect sequence is received on the approach to the signal,\nthe aspect of the signal is not clearly visible.\nThe driver shall act according to the most restrictive aspect that could be presented by the signal.\nIn all cases the driver must report to the signaller the abnormal signalling aspect when observed.\n13.\nEMERGENCY CALL\nWhen receiving an emergency call the driver shall assume that there is a dangerous situation and perform all actions necessary in order to avoid or reduce the effect of this situation.\nIn addition, the driver shall:\nimmediately reduce the speed of the train to the appropriate speed for running on sight, and\nrun on sight unless otherwise instructed by the signaller, and\nobey the instructions given by the signaller.\nDrivers that have been ordered to stop shall not restart without authorisation from the signaller. Other drivers shall continue running on sight until the signaller informs them that running on sight is no longer necessary.\n14.\nIMMEDIATE ACTIONS TO PREVENT DANGER TO TRAINS\n(1)\nAny RU/IM staff who become aware of a danger to trains must take immediate action to stop any trains which may be affected and take any other action as necessary to avoid harm or loss.\n(2)\nAny driver made aware of a danger to their train must stop and alert the signaller immediately to the danger.",
  "extent": "E+W+S+N.I.",
  "status": null,
  "version": "current",
  "annotations": [
    {
      "type": "F",
      "label": "F1",
      "text": "Substituted by Commission Regulation (EU) 2015/995 of 8 June 2015 amending Decision 2012/757/EU concerning the technical specification for interoperability relating to the ‘operation and traffic management’ subsystem of the rail system in the European Union (Text with EEA relevance)."
    }
  ],
  "outstanding_effects": [],
  "provenance": {
    "source": "legislation.gov.uk",
    "source_url": "https://www.legislation.gov.uk/eudn/2012/757/annex/I/appendix/B",
    "retrieved_at": "2026-11-01T15:15:15.033136+00:00"
  },
  "licence": "Open Government Licence v3.0",
  "licence_url": "https://www.nationalarchives.gov.uk/doc/open-government-licence/version/3/",
  "attribution": "Contains public sector information licensed under the Open Government Licence v3.0. Source: legislation.gov.uk, The National Archives."
}