Hazard Rail power systems - Developed and maintained by the NFCC

Hazard
 Rail power systems

Developed and maintained by the NFCC

Contents
Hazard - Rail power systems ................................................................................................................... 3
      Control measure - Performing rescues near rail power systems ................................................. 5

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Hazard - Rail power systems

Hazard Knowledge

Railways can be operated by numerous power supplies including steam, electrification, diesel and
batteries.

Steam engines

Steam engines can be found on heritage or prestige passenger services. Additional hazards from
these vehicles include:

      High fire loadings (including fuels such as coal)
      Source of ignition
      Steam and high pressure steam
      Boiler and boiling water

Due to the nature of the pressure systems, it may be hazardous to apply water to steam boilers or
engine fireboxes. Specialist advice for this type of rail vehicle should be used to inform the risk
assessment and tactical plan.

Electrified railways

These can operate under a number of systems and voltages, using the following traction power
supply systems:

      Overhead line equipment
      Contact rail equipment (often referred to as third or fourth rail supply)

An electromagnetic field (EMF) is produced whenever a piece of electrical or electronic equipment is
used – this applies to electrified railways. EMFs may interfere with fire and rescue service
communications including radios, mobile phones and telemetry systems. Refer to Electromagnetic
fields (EMFs) for further information.

Overhead line equipment

Overhead line equipment (OLE) refers to the overhead wires and supporting infrastructure that
carry electricity at 25,000 volts to power electric trains. Electricity is delivered to feeder stations,
then distributed to substations along the railway, which then feed the OLE. The voltage may be
lower, between 550v to 1500v, for light rail vehicles, such as trams and metros. The rail vehicle

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obtains their traction power by picking up electricity from the OLE via a roof-mounted pantograph.
For further information about OLE, see the Network Rail website: Overhead line equipment.

Each OLE structure has an identification number, which can be useful when communicating the
location of an incident to the electrical control operator (ECO).

OLE, pantographs and all roof-mounted electrical equipment on trains are extremely dangerous. It
may be fatal to go too close to them, or if direct or indirect contact is made with them. They should
be treated as being live at all times, unless formally confirmed otherwise by the ECO.

Each (OLE) structure has a cable connecting it to the running rail. This is known as a bond. Some
bonds are coloured red and are dangerous if they become disconnected. They must not be
touched, and should be reported to the rail infrastructure manager or railway incident officer (RIO),
to ensure control measures are adequate.

OLE is under tension and therefore, if damaged, it could collapse and recoil with force, remaining
electrically charged until safely isolated and earthed.

Rail vehicles display a cant rail warning line; this indicates the safe height limit if there is overhead
line equipment (OLE) present. The line should be clearly visible when viewed from rail level or
platform height. The warning line is normally painted orange, unless this conflicts with the train
operating company’s livery, in which case it may be black or white.

For further information about OLE and the procedures for dealing with equipment, refer to the
RSSB publication, AC electrified lines.

Conductor rail equipment

Conductor rail equipment (CRE), sometimes referred to as third or fourth rail systems, use
conductor rails carrying direct current. The trains have metal contact blocks called collector shoes
(or contact shoes or pickup shoes) which make contact with the conductor rail.

For further information about conductor rail equipment (CRE) and the procedures for dealing with
it, refer to the RSSB publication, DC electrified lines.

CRE, shoe gear and under-floor mounted electrical equipment on trains are extremely dangerous.
Direct or indirect contact with this equipment may be fatal. This includes allowing any clothing,
tools or equipment to touch the CRE components.

Personnel should not step into any flood water that is in contact with the CRE, and should not apply
jets of water or other firefighting media to the CRE.

Some conductor rails are fitted with heating systems, to prevent ice and snow forming and
compromising traction. Conductor rail heating systems are normally powered by electricity, which

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should be isolated before approaching them.

Diesel

In the absence of overhead line equipment (OLE) or conductor rail equipment (CRE), rail vehicles
will be self-powered, usually by diesel traction. Diesel powered rail vehicles can only be stopped by
giving instructions to the driver or when the vehicle reaches a stop signal. Diesel rail vehicles may
carry significant amounts of fuel, lubricants and batteries, and locomotives and some carriages will
be fitted with electric alternators and electric traction equipment.

Alternative fuels

Gradually being developed and introduced to the rail network are rail vehicles powered by a
number of alternative fuels, including:

      Batteries, either as the sole traction power source or recharged by overhead wires on
      electrified tracks or by charging stations on non-electrified routes
      Liquefied natural gas (LNG)
      Hydrogen fuel cells

            Control measure - Performing rescues near rail
            power systems

Control measure knowledge

Performing rescues near rail power systems will always require the assistance of either the
responsible person for the rail company involved, or the appropriate rail control room. Fire and
rescue services should make themselves acquainted with all the rail control rooms in their area,
such as:

      Network Rail Route Control (for England, Scotland and Wales)
      Northern Ireland Railways Control Room
      London Underground Control Centre
      Tyne and Wear Metro Control Centre
      Glasgow Subway Control Room
      Merseyrail Electrics Control Centre
      Docklands Light Railway (DLR) Control Centre

The safe working distance from overhead line equipment (OLE) or conductor rail equipment (CRE) is
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considered to be 3m. A risk assessment must be carried out before commencing any rescue
activity. The presence of water from rain or flooding will increase the hazards of working in this
environment.

It should never be assumed that the rail power system is switched off unless positive assurance has
been received from either the responsible person for the rail company involved or the rail control
room.

Switching off rail power systems will affect trains over a very wide area, leaving them without on-
board air conditioning, lighting or heating, potentially putting passengers at risk.

Further information is provided in the control measure: Establish proportionate control over the
railway.

Overhead line equipment

      If the power is ON, do not approach live overhead line equipment closer than 3m; high
      voltage electricity can jump a gap
      If the power is OFF, the overhead line system is safe to approach, but should not be touched
      as it has a residual charge
      If the overhead line system is ISOLATED (switched off and earthed), it is safe to approach and
      touch, but this should only be done if absolutely necessary

Conductor rail equipment

      If the power is ON, do not touch the conductor rail equipment, anything laying across it or a
      train standing on it; the rail can be stepped over with care
      If the power is OFF, it is safe to touch the conductor rail equipment, but this should only be
      done if absolutely necessary

Responsible person for the railway company

The responsible person for the railway company involved should help emergency services
personnel to set up a safe system of work for performing rescues near rail power systems. The
responsible person should be assigned to an incident and may be on-site to co-ordinate the railway
response. For further information refer to the control measure, Responsible person: Rail incidents.

Permission and confirmation

Permission should be sought before commencing the rescue of a person near to a rail power
system.

If a responsible person for the railway company is at the scene of the incident, they can give
permission for the rescue activity to commence. This permission should be recorded by the
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incident commander and the fire control room advised.

If there is not a responsible person for the railway company at the scene of the incident, and there
are exceptional circumstances such as there being an immediate threat to life, the rail control room
can grant permission for the rescue activity to commence. This needs to be jointly agreed by the rail
control room and the fire control room before any fire and rescue service personnel enter the rail
network.

In either case it is vital to confirm with either the responsible person for the rail company at the
scene of the incident or the rail control room that trains have been stopped before fire and rescue
service personnel enter the railway.

Attempting a rescue near rail power systems, should only be considered providing:

      Confirmation has been received that trains have been stopped
      Confirmation has been received that there has been an emergency electrical switch off to the
      overhead line equipment (OLE) or conductor rail equipment (CRE)
      Personnel can remain at least 1m from the rail power system
      Appropriate personal protective equipment (PPE), including electrical gloves, is available
      Personnel can use dry, non-conductive equipment to stand on

When considering safe working distances it is important to consider the following factors that may
affect them:

      Conductive equipment being carried by personnel
      Objects that are in contact with the OLE or CRE
      Damage to the rail power system
      Movement of the OLE or CRE, for example due to damage incurred or weather conditions

Strategic actions

Fire and rescue services should:

      Have the means to record the confirmation messages received from the responsible person
      for permits to work on the railway

      Maintain details of the responsible persons who may need to be contacted to request
      permits to work on the railway

      Ensure personnel and fire control room operators understand the process for requesting a
      permit to work from the responsible person for the railway

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Ensure operational and fire control personnel understand the process for requesting
      permission from either the responsible person for the rail company or the rail control rooms
      for rescue activity to commence on the rail network

Tactical actions

Incident commanders should:

      Carry out a risk assessment if there is a threat to life and the permit to work has not been
      received.

      Request proportionate control of the railway to facilitate performing a rescue near rail power
      systems

      Await the permit to work from the responsible person before attempting any rescue activity.

      Consider attempting a rescue if the rail power system has been isolated

      Ensure personnel remain at least 1m from the rail power system

      Ensure personnel wear appropriate PPE, including electrical gloves.

      Ensure personnel stand on and use dry, non-conductive equipment to carry out a rescue near
      to rail power systems

      Contact the relevant rail control room if permission to commence rescue activity is required

      Obtain and record permission to commence rescue activity on the rail network from the
      relevant rail control room and inform the incident commander when this is received

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