RFP For AA - DJ Management Contract - Part 2B - Annexes To ToR

Federal Democratic Republic of Ethiopia
Ethiopian Railways Corporation
Bidding Document for Procurement of
Operations and Maintenance

Management Contractor
for the
Addis Ababa Djibouti Railway
Request for Proposals (RFP)

International Competitive Bidding (ICB)
Part 2B: Annexes to ToR (Sections 6)
Proc. Ref. No: OS-ESTS-MS-02/14
Addis Ababa, July 6, 2015
Bidding Document for O&M Management Contractor for the Addis Ababa Djibouti Railway Annexes page1
TABLE OF CONTENTS
CHAPTER 1. TECHNICAL FEATURES ...................................................................... 9

1.1 SECTION 1: GAUGE AND TRACK ................................................................................ 9
1.2 SECTION 2 - WATER SUPPLY & DRAINAGE ............................................................. 15
1.3 SECTION 3 - BRIDGES AND CULVERTS ................................................................... 16
1.4 SECTION 4 ELECTRIFICATION ............................................................................... 17
1.5 SECTION 5 - COMMUNICATION SYSTEM ................................................................. 19
1.6 SECTION 6 - INFORMATION SYSTEM ....................................................................... 20
1.7 SECTION 7 - SIGNALLING SYSTEM .......................................................................... 21
1.8 SECTION 8 - POWER SUPPLY ................................................................................... 23
1.9 SECTION 9 ROLLING STOCK MAINTENANCE FACILITIES DEPOTS .................. 24
1.10 SECTION 10 ROLLING STOCK EQUIPMENT .......................................................... 29
1 FREIGHT CARS .......................................................................................................... 29
1.1 Technical Specification of Box Car ................................................................. 29
1.1.1 Purpose........................................................................................................... 29
1.1.2 Key Parameters and Dimensions ..................................................................... 29
1.1.3 Key Structure .................................................................................................. 29
1.2 Technical Specification of Gondola Car-Covered .......................................... 32
1.2.1 Purpose........................................................................................................... 32
1.2.3 Key Structure .................................................................................................. 32
1.3 Technical Specification of Gandola Car-Uncovered ...................................... 35
1.3.1 Purpose........................................................................................................... 35
1.3.3 Key Structure .................................................................................................. 35
1.4 Technical Specification of Hopper Car-Covered ............................................ 38
1.4.1 Purpose........................................................................................................... 38
1.4.3 Key Structure .................................................................................................. 38
1.5 Technical Specification of Hopper Wagon-Uncovered .................................. 41
1.5.1 Purpose........................................................................................................... 41
1.5.3 Key Structure .................................................................................................. 41
1.6 Technical Specification of Flat Wagon Dedicated for Container ................... 44
1.6.1 Purpose........................................................................................................... 44
1.6.3 Key Structure .................................................................................................. 44
1.7 Technical Specification of Tank Wagon .......................................................... 47
1.7.1 Purpose........................................................................................................... 47
1.7.3 Key Structure .................................................................................................. 47
1.8 Technical Specification of Bi-Level-Auto Carrier ........................................... 49
1.8.1 Purpose........................................................................................................... 49
1.8.3 Key Structure .................................................................................................. 49
1.9 Technical Specification of Refrigerated Car ................................................... 52
1.10 Technical Specification of Centre Beam Car .................................................. 53
2 TECHNICAL SPECIFICATION FOR PASSENGER CAR ............................................. 54

2.1 Technical Description of YZ25G Hard-seat Passenger Car ........................... 54
2.1.1 General Technical Specification ....................................................................... 54

2.1.2 Main technical specification ............................................................................. 54
2.1.3 Main dimension ............................................................................................... 55
2.1.4 Carbody steel structure .................................................................................... 55
2.1.5 Coupler and buffer device ................................................................................ 55
2.1.6 Gangway and bridge plate ............................................................................... 55
2.1.7 Bogie 209P bogie will be used ......................................................................... 55
2.1.8 Brake device ................................................................................................... 56
2.1.9 Water supply and sanitation device .................................................................. 56
2.1.10 Heating device(if needed) ................................................................................ 56
2.1.11 Air adjustment device ...................................................................................... 56
2.1.12 Power supply and illumination .......................................................................... 56
2.1.13 Door ................................................................................................................ 57
2.1.14 windows .......................................................................................................... 57
2.1.15 Interior equipments .......................................................................................... 57
2.1.16 Drawings ......................................................................................................... 58
2.2 Technical Description of YW25G Hard Sleeper Passenger Car ..................... 60

2.2.3 Main dimension ............................................................................................... 61
2.2.6 Gaugway and bridge plate ............................................................................... 61
2.2.8 Brake device ................................................................................................... 62
2.2.10 Heating device(if needed) ................................................................................ 62
2.2.13 Door ................................................................................................................ 63
2.2.14 windows .......................................................................................................... 63
2.2.16 Drawings ......................................................................................................... 64
2.3 Technical Description of RW25G Soft Berth Passenger Car ......................... 66

2.3.3 Main dimension ............................................................................................... 67
2.3.6 Gaugway and bridge plate ............................................................................... 67
2.3.8 Brake device ................................................................................................... 68
2.3.10 Heating device (if needed) ............................................................................... 68
2.3.13 Door ................................................................................................................ 69
2.3.14 windows .......................................................................................................... 69
2.3.16 Drawings ......................................................................................................... 70
2.4 Technical Description of RW25G Dinner Passenger Car ............................... 72

2.4.3 Main dimension ............................................................................................... 73
2.4.6 Gangway and bridge plate ............................................................................... 73
2.4.7 Bogie 209P bogie will be used. ........................................................................ 73
2.4.8 Brake device ................................................................................................... 74
2.4.10 Heating device (if needed) ............................................................................... 74
2.4.13 Door ................................................................................................................ 75
2.4.14 windows .......................................................................................................... 75
2.4.16 Drawings ......................................................................................................... 76
3 TECHNICAL SPECIFICATION FOR DFN7G DIESEL SHUNTING LOCOMOTIVES .... 79
3.1 Technical Specification ................................................................................... 79
3.2 Main parameters of locomotive ....................................................................... 79
3.3 Diesel engine main parameters ....................................................................... 80
3.4 Electric Parameters.......................................................................................... 81
3.5 Cooling water system ...................................................................................... 84
3.6 Fuel and oil system .......................................................................................... 85
3.7 Diesel engine air filter system ......................................................................... 85
3.8 Traction Motor Blower ..................................................................................... 85
3.9 Air brake system .............................................................................................. 85
3.10 Bogie ................................................................................................................ 86
CHAPTER 2. OPERATIONAL RULES ...................................................................... 87

2.1 FIRST LEVEL TRAFFIC REGULATION .................................................................... 87
2.1.1 Introduction ........................................................................................................ 87
2.1.2 General .............................................................................................................. 87
2.1.3 Railway Infrastructure ........................................................................................ 88
2.1.4 Trains and shuntings .......................................................................................... 90
2.2 SECOND LEVEL APPLICATION OF REGULATION ............................................... 106

2.2.1 Organization of the service ............................................................................... 106
2.2.2 Safety devices and routings ............................................................................. 106
2.2.3 Routings .......................................................................................................... 106
2.2.4 Permissions of the dispatcher .......................................................................... 107
2.2.5 Operation orders .............................................................................................. 107
2.2.6 Breakings of the tracks ..................................................................................... 107
2.2.7 Relations between the dispatcher and operators of the operational points: current
graph ............................................................................................................... 110
2.2.8 Documents of the CTC , the operational points and the staff of the trains ......... 110
2.2.9 Delays and accidents of the trains .................................................................... 111
2.2.10 Halving of a train .............................................................................................. 113
2.2.11 Crushing .......................................................................................................... 114
2.2.12 Reconnaissance in line .................................................................................... 115
2.2.13 Illness of the driver ........................................................................................... 115
2.2.14 Rescue of the trains ......................................................................................... 116
2.2.15 Privileged running ............................................................................................ 116
2.2.16 SOME REGISTERS, PROSPECTUSES AND ORDERS concerning the

operational point and the CTC post .................................................................. 118
2.3 SECOND LEVEL - TECHNICAL INTERFACE PROCEDURE ..................................... 137

2.3.1 Working timetable ............................................................................................ 137
2.3.2 Notification of changes to the technical-functional features of the railway

infrastructure .................................................................................................... 138
2.3.3 Information about the route for train operation (Description of the line and the
relevant line-side equipment associated with the lines worked over ) ................ 138
2.3.4 Classification of trains ...................................................................................... 142
2.3.5 Load limit gauge............................................................................................... 143
2.3.6 Load limit of the wagons ................................................................................... 143
2.3.7 Transport with special characteristics ............................................................... 144
2.3.8 Maximum permitted speed of the line ............................................................... 145
2.4 SECOND LEVEL - LEVEL CROSSING PROCEDURES ............................................ 145

2.4.1 General Information ......................................................................................... 145
2.4.2 Level crossings posts ....................................................................................... 146
2.4.3 Level crossing equipment ................................................................................. 148
2.4.4 Level crossing operation .................................................................................. 149
2.4.5 Relations with the staff of maintenance ............................................................ 151
2.5 SECOND LEVEL - SHUNTING PROCEDURE ........................................................... 152

2.5.1 Shunting .......................................................................................................... 152
2.5.2 Vehicles parking............................................................................................... 154
2.5.3 General rules ................................................................................................... 155
2.5.4 Programming of the shuntings .......................................................................... 155
CHAPTER 3. SAFETY AND SECURITY RULES .................................................... 156

3.1 INTRODUCTION ....................................................................................................... 156
3.2 THE SAFETY MANAGEMENT SYSTEM ................................................................... 156
3.2.1 New strategies for railway safety ...................................................................... 156
3.2.2 Characteristics of a SMS and its elements........................................................ 157
3.3 SAFETY POLICY ....................................................................................................... 159

3.3.1 Element Characteristics ................................................................................... 159
3.3.2 Procedures Safety policy ............................................................................... 161
3.4 SAFETY TARGETS AND SAFETY PLANNING ......................................................... 161

3.4.2 Procedures Safety targets and safety planning .............................................. 162
3.5 RESPONSIBILITIES POWERS DUTIES (COMPLIANCE WITH THE STANDARDS)165

3.5.2 Procedures Responsibilities powers duties ............................................... 166
3.6 RISK MANAGEMENT ................................................................................................ 168

3.6.1 Element characteristics .................................................................................... 168
3.6.2 Procedures Risk management ....................................................................... 174
3.6.2.1 Aspects to be taken into account ................................................................... 174

3.6.2.2 Process of Risk Management ........................................................................ 177
3.6.2.3 Risk control strategy ...................................................................................... 181
3.7 SKILLS AND TRAINING OF HUMAN RESOURCES (STAFF COMPETENCIES) ....... 187
3.7.2 Procedures Skills and training of human resources ........................................ 188
3.8 INFORMATION WITHIN THE ORGANIZATION ......................................................... 190

3.8.2 Procedures Information within the organization .............................................. 190
3.9 MANAGEMENT AND DISTRIBUTION OF RULES (HOW SAFETY INFORMATION IS

TO BE DOCUMENTED) ............................................................................................ 191
3.9.2 Procedures Management and distribution of rules .......................................... 192
3.10 ACCIDENT/INCIDENT REPORTING ......................................................................... 193
3.10.1 Procedures Accident/incident reporting .......................................................... 195
3.11 ACTIONS AND ALERT INFORMATION ..................................................................... 201

3.11.1 Element characteristics .................................................................................... 201
3.11.1 Procedures Action and alert information ......................................................... 202
3.12 INTERNAL AUDITING ............................................................................................... 203

3.12.2 Procedures Internal auditing .......................................................................... 203
3.13 SAFETY DOCUMENTS ............................................................................................. 205

3.13.1 Safety Manual .................................................................................................. 206
3.13.1.1 Features of the Document ............................................................................. 206

3.13.1.2 Proposed document structure and procedures to draw up the Safety Manual . 206
3.13.2 Safety Plans..................................................................................................... 217
3.13.2.1 Features of the document .............................................................................. 217

3.13.2.2 Procedures to draw up the Safety Plan .......................................................... 217
3.13.3 Safety Report ................................................................................................... 218
3.13.3.1 Features of the document .............................................................................. 218

3.13.3.2 Procedures to draw up the Safety Report ....................................................... 219
CHAPTER 4. PERSONNEL DESCRIPTION............................................................ 222

4.1 WORKSHOP ............................................................................................................. 222
CHAPTER 5. COMMERCIAL ................................................................................... 233
CHAPTER 1. TECHNICAL FEATURES
1.1 Section 1: Gauge and Track
Major technical standards of the designed railway
Technical standards for main line
The main technical standards proposed in the Revised Feasibility Study Report of ERC are
as follows:
(1) Gauge: standard gauge 1435mm;
(2) Railway class: referring to National Railway Class II in China;
(3) Number of main lines: double track for Sebeta-Adama; single track for Adama-Mieso-
Djibouti;
(4) Design running speed: maximum running speed of passenger train: 120km/h, maximum
running speed of freight train: 80km/h;
(5) Minimum curve radius: 1200m for normal section and 800m for difficult section;
(6) Distance between centers of lines: 4m;
(7) Ruling gradient9; and 18.5 for dual locomotives;
(8) Traction type: electric traction;
(9) Locomotive type: SS series locomotive;
(10) Traction mass: 3500t;
(11) Effective length of receiving-departure track: 850m for single locomotives and 880m for
dual locomotives;
(12) Block type: semi-automatic block.
Route
The line length of the international railway from Ethiopia to Djibouti is 752.7km.
The total length of the tracks in Ethiopia (Sebeta-Dewele) is about 670.7km, and the length of
main tracks in Djibouti (Queleleh-Nagad) is about 82.0km. The tracks of railway-related
works in port area of Djibouti are about 13.8km long and diesel traction will be used. The
design running speed is 120km/h.
The section from Sebeta to Adama (inclusive) is of double track, and has a length of 113.8km
and 7 stations with an average spacing between stations of 18.97 km; the second section
from Adama (not inclusive) to Mieso (inclusive) will be of single track, and will have a length
of 213.5km and 12 stations with an average spacing between stations of 17.79km; the third
section from Mieso (not inclusive) to Dewele (inclusive) will be of single track, and will have a
length of 343.4km and 21 stations with an average spacing between stations of 16.35km; the
fourth section from Dewele (not inclusive) to Nagad (inclusive) will be of single track, and will
have a length of 82.0 km and 5 stations with an average spacing between stations of
16.40km.
Scope Addis Ababa Djibouti line
Gauge 1435mm
N. of main line Double track Sebeta Adama
Single track Adama Mieso
Target speed value Pax train: 120 km/h
Freight train: 70km/h
Minimum radius of curve 800m
Maximum grade Ruling grade 9%
Pusher grade 18.5%
Type of traction Electric power
Type of locomotive Pax train: SS9
Freight train: SS4
Traction mass 3500T
Length of arrival and departure track 850m (880m for dual-locomotive)
Distance between lines 4.0m
Block type Semi-automatic block
Subgrade of stations and yards

(I) General design principle of subgrade
1. Subgrade width
(1) Main line within the station:
Width of Subgrade of Straight-section Main Line within the Station
Running Speed Line Embankment Cutting Remarks
New single-
7.7 7.7
track
120km/h
Distance between
New double-
11.7 11.7 centers of lines:
track
4.0m
The width of subgrade surface of curve section should be widened at the outside of the
curve. The additional width should be linearly decreased successively in the easement curve
area.
(2) Station track: it should not be less than 3m to the outermost track of the station; it
should not be less than 4m to the outermost track of the station where the technical
inspection of train is conducted; it should not be less than 3.5m to the outermost ladder track
and to the side of the draw-out track of flat shunting where the shunting operators frequently
get on and off the train.
Sleepers and fastenings:
Concrete Type-II sleepers (1680 pieces/km) and elastic rod type I fastenings for ordinary
tracks.
Track bed:
Ballast bed. The local precipitation is great and centralized in time, so double-layer track bed
should be used for soil subgrade to prevent ballast bladder defects. The track bed thickness
of soil subgrade shall be 45cm (25cm for surface layer and 20cm for bottom layer), the single
layer track bed thickness of 30cm shall be adopted for permeable soil subgrade and stone
subgrade; the top width of track bed shall be 3.1m.
Ballast material should be in conformity with the requirements as shown in Table 2.
Property Parameter Technical index
Los Angeles abrasion, LAA (%) 27LAA<32
Standard aggregate impact

10<IP95
Abrasion resistance and toughness, IP
impact resistance
Stone abrasion-resistant
hardness coefficient K (dry 17<K(dry grinding)18
grinding)
Standard aggregate crushing

9CA<14
ratio, CA (%)
Crushing resistance
Percentage of crushed ballast
18CB<22
aggregate, CB (%)
Permeability coefficient, Pm (10-

Water permeability 3<Pm4.5
6cm/s)
Compressive strength of stone

0.4<0.55
powder test module, (MPa)
Water permeability
Stone powder liquid limit, LL (%) 20LL>16
Stone powder plastic limit, PL

11PL>9
(%)
Atmospheric corrosion Loss after immersion in sodium

<10
resistance sulfate solution (%)
Density(g/cm3) >2.55
Stability
Unit weight g/cm3 >2.5
Uniaxial compressive strength in Content of soft grains is less

Soft grains
saturated condition (MPa) than 10% (mass ratio)
Passenger Stations
For the line Addis Ababa Djibouti 27 passenger stations are provided:
SEBETA; LABU; INDODE; DEBRE ZEIT; MODJO; ADAMA; FETO; METHARA; AWASH;
SIRBA KUNKUR; MIESO; ERER; DIRE DAWA; LONNIS; ARAWA; MILE; SUBURBAN;
GHEDID CALI; ADIGALA; SUBURBAN; SARMAN; LASARAT; AYSHA; SUBURBAN;
DAWANLE; FRONTIER STATION; DJIBOUTI.
Station building
The location of the station building should be in accordance with the urban planning and
arranged in flat-style, submerged-style and raised-style, etc. based on the landform
conditions.
1) Passenger platform
Width: generally 8m~14m for the main platform and 8m~10.5m for the intermediate
platform.
Height: the platform side adjacent to the receiving-departure track not for out-of-gauge
freight trains is 1.25m higher than track level and the other platforms are 0.3m higher than
track level.
2) Over-line facilities
The platforms for passenger service are connected with an over-line bridge;
Freight transport facilities
1) Freight yard should be designed in accordance with the local conditions, landform and
the development plan of cities and towns. Its scale should be determined as per the
preliminary-stage, short- and long-term freight volume of the station.
2) Type of freight yard: in general, the through type or the stub-end type is employed.
3) Length of platform and storage yard: generally being integral multiple of 14m; for the
platform with goods warehouses, it should be determined as per the setting conditions of
warehouses.
4) Width of platform: it can be 19.5m, 22.5m or 25.5m depending on the specific

conditions, and there should be conditions for forklift operation.
5) Height of platform: the platform on the side adjacent to the railway is 1.0m higher than
track level, and that adjacent to the yard is 1.3m higher than the yard.
Other Station
Receiving-
Tracks and
S/N Item Unit departure
Secondary
Track
Station Tracks
Type Kg/m 50 50
1 Rail
Length m 25 25
Reinforced
Type concrete II II
sleeper
2 Sleeper
Reinforced
Quantity concrete Pcs/km 1520 1440
sleeper
Standard Top width m 2.9 2.9

3 of track
bed Gradient of side slope 11.5 11.5
Double
20/20
layers
Impermeable Other station

Thickness
soil tracks: 25
4 of track Single cm
35
bed layer Secondary station
tracks: 20
Rock and permeable soil 25 20
Freight equipment
1The storage yards shall adjust measures to local conditions, in combination with
geological and urban development for design. The scale shall be ascertained by station
freight activity capacity in initial stage, in short term and in long term.
2Freight yard type: generally adopt end-type and through type.
3The length of platform and storage yard: generally adopt integral multiple of 14m and
the platform with warehouse shall be ascertained by warehouse set conditions.
4Station width: select 19.5m, 22.5m and 25.5m in accordance with specific conditions
and fork lift truck operation conditions shall be prepared.
5Station height: the side next to the railway is 1.0m higher than the rail surface and the
side next to the site is 1.3m higher than the yard.
1.2 Section 2 - Water Supply & Drainage
Major water supply structures and equipment
1) Water supply station and the water supply machinery, equipment, and power source
To meet the needs of water supply for passenger trains, production, daily life, and fire control,
1 new water supply booster station will be built, which will be furnished with two sets
centrifugal pumps with Q=20 m3/h and H=50m (one for service and the other standby) and 2
sets of chlorine dioxide disinfection equipment with q=50g/h (one for service and the other
standby).
2) Water storage and distribution structures
One reinforced concrete water storage tank with V=200m3 will be built.
One reinforced concrete reverse cone shaped water tower (thermal insulated) with V=200m3
and H=35m will be built.
3) Water transmission and distribution pipeline
Water supply PE pipes will be used as the water supply pipeline.
A total of 25 water supply spigots for passenger trains arranged in one row will be set in the
station area.
4. Fire control mode and facilities
In the fire control design of the station, outdoor low pressure water supply system is adopted
and the fire water supply system will share the same pipeline with the water supply system.
Totally, 32 outdoor hydrants and 8 sets of fire control appliance boxes (equipped with six
65* 25m hoses and two 65* 19 fire nozzles) will be furnished.
5. Scheme of sewage treatment and discharge
The domestic sewage of the station will be collected via sewage pipeline after being
pretreated in the septic tank and then discharged in the sewage pit after being pretreated in
the biochemical filter tank.
6. Major drainage treatment structures and equipment
1) Drainage pipeline and outlet
Cast iron pipes or double-wall bellow pipelines will be used as the gravity drainage pipeline
and PE pipes will be used as the pressure drainage pipeline. The treated sewage will be
discharged nearby.
2) Sewage treatment structures and equipment
For sewage treatment, 2 biochemical filter tanks with Q=20m3/d, 2 sewage pits with
Q=20m3/d, 2 biochemical filter tanks with Q=50m3/d, 2 sewage pits with Q=50m3/d, and 4 oil
separation tanks made of type 1 reinforced concrete will be built.
1.3 Section 3 - Bridges and culverts
The main technical standards for bridge and culvert are:
(1) Design flood frequency: 1/100 for bridges and 1/100 for culverts.
(2) Design live load: the standard railway live load for the People's Republic of China (China
Railway Standard Live Loading) shall be adopted; the vehicle load of a corresponding grade
shall be adopted as the design live load of bridges and culverts of highways.
(3) Design running speed: 120km/h for passenger trains.
(4) Clearance: the basic construction clearance and bridge construction clearance for electric
traction sections of ordinary-speed railways (V160km/h) in Regulations of Railway Technical
Operation in the Standards of Railway Industry of the Peoples Republic of China shall be
adopted.
(5) The relevant provisions in Technical Standard of Highway Engineering shall be

implemented for overpass for highways and roads; certain allowances shall be reserved for
the net height of overpass and over-track structures to facilitate maintenance.
1.4 Section 4 Electrification
Main technical standards and design scheme for traction feeding system proposed are as
follows:
- Direct feeding system with return current wire is employed for the traction feeding system.
21 traction substations and 4 section posts are built in the preliminary stage and 1 traction
substation is built in the long term. Single-phase traction transformer is employed for the new
Sebeta and Nagad traction substations; and a 3-phase Vv traction transformer is employed
for other traction substations. Two loops of independent and reliable 132kV power supply are
led into each traction substation and they are in mutual hot standby. The external power
supply is provided by EEPCO and Electricite de Djibouti.
- Two independent 132kV incoming power supply cables should be arranged by the branch
connection mode into the traction substation; the single bus sectionalized connection mode
should be adopted at the 27.5kV side; The main transformers at the traction substation
should be in the 1-service-1-standby mode; main transformer and auto switch over unit of
power supply should be provided; the feeder circuit breaker should be in the fixed standby
mode and the dynamic reactive compensation device should be provided at neutral section,
with TCR+FC mode in consideration temporarily.
Telephone dispatching in manual mode should be employed for dispatching and command in
the preliminary stage. While in short-term, automatic dispatching mode should be employed
and power dispatching automation system (SCADA system) should be set. It is proposed to
build a power dispatching center in Ethiopia and also build one in Djibouti.
- All autotensioned simple chain suspension should be employed for overhead contact
system of the whole line. Combination and tension of overhead contact system wire on the
main line is JTMH-95+CTAH-120 (15kN+13kN) and that of the station track is JTMH-70+
CTAH-85 (15kN+9kN). The suspension point of the contact wire should be 6000mm in
height, the structure height should be 1400mm in general and lateral mast gauge of the
overhead contact system should not be less than 3.1m. Leakage current distance of insulator
should not be less than 1200 mm.
- One comprehensive maintenance center (including workshop) and 7 comprehensive

maintenance workshops should be built at Indode in the whole line; comprehensive
maintenance section should be built in other stations to undertake operation management,
routine maintenance, patrol overhaul and emergency response of traction power supply
facility in this line.
Auxiliary power supply system
1. AC auxiliary power supply
Two circuits of 27.5kV power supply respectively connected to the 27.5kV bus in each
traction substation and to the OCS outside the substation will serve as the AC auxiliary power
supply for the traction substation. Under normal conditions, one circuit of AC power supply is
in service and the other is in hot standby. Where either of the circuits is in no-voltage failure,
the standby circuit will be automatically switched over.
Two circuits of AC incoming lines of the AC power supply system are respectively led from
the low voltage side of two auxiliary transformers. The single-bus sectional connection will be
applied to the AC bus and automatic switching device will be set for the incoming lines. The
AC system will supply 220V or 380V AC power for the lighting system and DC system, etc.
2. DC auxiliary power supply
The complete set of lead-acid maintenance-free intelligent DC panel with an output voltage
of DC 110V will be used for the DC system which can be put in constant-current charging or
float charging operation mode. Automatic switchover is available and automatic voltage
regulating device is furnished.
Both the AC and DC auxiliary power supply systems are furnished with microcomputer-
based communication devices which enable communication with the integrated automation
equipment in substations.
1.5 Section 5 - Communication system
The overall composition of communication network is as follows:
(1) Communication bearer network: includes multi-service transmission system, access

system and communication lines.
(2) Communication service network: consists of fixed communication network (including

dispatching communication, personal communication and station communication systems &
official telephone system), and mobile communication service (including radio train
dispatching system).
(3) Communication support network: digital synchronization system.
At present, communication network technique system mainly includes SDH, ATM, IP and
MPLS, and the basic principle for the selection of network technique system is that it must
meet all the demands of various kinds of communication services of this line.
Composition of Fixed Communication Service Network
1. Telephone switching equipment
Personal communication equipment
Radio train dispatching
Composition of Communication Support Network
1. Clock synchronization network
Selection of Type and Capacity of Communication Power Supply Equipment and

Lightning Protection and Grounding
1. AC power supply and power supply mode
2. DC power supply equipment
3. Power supply and environment monitoring system
4. Grounding device
5. Lightning protection
Communication Lines
(I) Construction scheme of long distance communication lines

1. Selection of type and capacity of optical cable and optical fiber
(1) Type selection of optical cable should take into overall consideration of requirements
for construction mode, mechanical strength, electromagnetic interference resistance,
lightning protection and corrosion prevention.
(2) G.652 optical cable (with dual-window performance) is selected for this line, and it is
required that the attenuation should not be more than 0.36db/km where the wavelength is
1310nm, and the attenuation should not be more than 0.22db/km where the wavelength is
1550nm.
(3) A GYTA5332B1 optical cable should be laid newly along the line.
2. Selection of type and capacity of long distance cable
According to the requirement that shielding factor of long distance cable should be 0.1 for
electrified railway, a HEYFLT23 740.9 low frequency symmetrical oil-filled cable should be
laid newly for the line.
3. Fiber core of optical cable
(II) Protection and maintenance measures of long distance communication lines
1. Mechanical protection
2. Other protections
1.6 Section 6 - Information system
Composition and Main Functions of Information System
(I) Composition of system
The information system consists of freight transport management information system,

electronic ticket system, passenger service information system and integrated wiring system,
and the passenger service information system includes integrated display system, clock
system and passenger transport broadcast system.
(II) System functions
(1) Freight transport management information system
The freight transport management information system mainly provides three module
functions, including freight transport planning, freight transport ticket making and train out
report.
(2) Electronic ticket system
The electronic ticket system can fulfil the functions of ticket selling, fare adjustment and
statistics.
(3) Integrated display system
The integrated display system provides relevant information service for passengers and
station management personnel.
(4) Clock system
The clock system can satisfy the demands of timing by the passengers and the staff of the
station with the functions of automatic time checking and automatic synchronization; in
addition, it holds the function of clock synchronization and can help relevant systems to
achieve clock synchronization.
(5) Passenger transport broadcast system
The passenger transport broadcast system provides audio information issued by the railway
station for the passengers, organizes passenger transport, evacuates passenger flow,
ensures traffic safety and implements effective passenger transport management and
service.
1.7 Section 7 - Signalling System
Signalling system of the section is composed of block system and interlocking system.
1. Block system
64D semi-automatic block is applied between stations of the section and 4-core optical fiber
transmission is employed for inter-station semi-automatic block information transmission
channel; in addition, semi-automatic block photoelectric transmission switch device is
arranged indoors.
2. Station interlocking system
(1) Dual machine hot standby computer interlocking equipment is employed in each
station of the section; signal control equipment is arranged in the signal tower, with mouse +
display screen as mode of signal control. Approach section is set to meet the requirement of
service braking distance of trains.
(2) Multi-lens colour light signal is employed; high signal is employed for home signal,
distant signal, forward starting signal and draw-out track shunting signal while dwarf signal is
employed for the other signals; all the signal mechanisms are designed as a cast iron
mechanism.
(3) Based on design of station and yard, electric switch equipment under centralized
control is employed for point switching; ZD6-E/J type switch equipment should be used for
No. 12 turnout and ZD6-D should be used for No. 9 turnout.
(4) Intelligent integrated power supply panel (including 25Hz power supply) is employed
in each station for power supply for the signal equipment; considering insufficient power
quality of the section, independent storage battery should be designed at each station as
emergency power supply.
(5) 25Hz phase detecting track circuit is employed within each station and the approach
section. The circuit consists of two element two position track relay, impedance transformer,
track transformer, protection box, and lightning protection unit.
(6) Integrated-twisted signal cable with aluminum sheath is employed for the signal,
turnout control and track circuit trunk line and integrated-twisted signal cable with composite
sheath is employed for the other branch cables.
3 Measures for environmental protection and energy saving
(1) Computer interlocking equipment is employed for reduction of indoor relay in use and
environmental pollution.
(2) Special power supply panel should be employed for centralized power supply to the
signal equipment, to improve power supply efficiency.
(3) Capacity of the power supply panel should be determined by calculation and capacity
supplied by the power supply panel should be in rational distribution as far as possible.
4. Principles of the design interface with other disciplines
(1) Safety principle. The signaling system must be safe upon its interconnection with
other systems.
(2) During design of house building, direct lightning protection and shielding measures
such as lightning conduction on the roof, lightning strip, lead-down wire, machine room
shielding and ground system should be taken into consideration and connection terminal
should be provided.
(3) It is considered to provide inter-station semi-automatic block information transmission

channel in the communication design.
1.8 Section 8 - Power Supply
(I) The voltage of the power supply system of Ethiopia:
High voltage system is 400kV230kV132kV
Medium voltage system is 66kV33kV15kV
Low voltage system is 0.4kV0.22kV
(II) Ethiopia has rich power resources, the total installed capacity is 254 104kW at present,
95% of which drive from hydropower. In 2015, the Ethiopian Planning installed capacity will
achieve 1000X104kW. Due to lacking of water resources, there's no hydroelectric power
station in Djibouti. In April 2006, the Government of Djibouti implemented the interconnection
project with Ethiopia Grid, the two countries signed a power purchase contract, the electricity
transmission line between the two countries have been completed and has been put into use.
III. Distribution of Power Load and Load Level
(I) Distribution of Power Load
Concentrated in stations along the line: lighting and power of station house; signal
equipment; communication &informatization equipment; water supply & drainage equipment;
freight machinery equipment; maintenance equipment of locomotives and rolling stocks,
comprehensive maintenance equipment;
(II) Load Level
1. Load level I
Load level I mainly includes the load closely related to train operation such as
communication, signal, informatization and integrated dispatching as well as emergency
lighting etc.
2. Load level II
Load level II mainly includes station lighting, infrared hot box detection device, locomotive
maintenance equipment, water supply & drainage equipment and station yard lighting, also
includes air conditioners allocated for the main devices of communication and signal.
3. Load level III
Other electric equipment not belongs to load level I and load level II.
IV. Power Supply Principal and Scheme
(I) Power Supply Principal

1. The specific circumstances and local power conditions of the line shall be fully taken into
account in this design.
2. The substation shall be located in the load center as far as possible.
3. For load level I, provides two independent circuits for power supply, and the low-pressure
end will automatically switch; for load level II, provides one reliable circuit for power supply
while provide two circuits for power supply if conditions permitted; for load level III, provides
one circuit for power supply.
4. Main electrical equipment with characteristic of mature, reliable, energy-saving and low-
loss, easy to operator and maintenance, as well as adapt to local natural conditions will be
selected.
The single-phase power-frequency (50Hz) 25kV AC system and the direct power supply
mode with return wire should be used for the traction power supply system.
For the overhead contact system (OCS), the nominal voltage is 25kV; the maximum working
voltage is 27.5kV, short-time maximum voltage is 29kV; the minimum working voltage is
20kV and the working voltage under abnormal conditions is 19kV.
5. The power supply at a voltage class of 132kV is temporarily designed for traction
substations.
The single-phase power-frequency (50Hz) AC system will be applied to the traction power
supply system of the line. The rated voltage of OCS is 25kV and direct power supply with
return wire will be used for the traction network.
1.9 Section 9 Rolling Stock Maintenance Facilities Depots
Setting and General Layout of Nagad Locomotive Turnaround Depot
(I) Depot site selection and station-depot relationship
In the present study, a locomotive turnaround depot is set at Nagad. The Nagad locomotive
turnaround depot is located on the side opposite to the station building in the Labu direction
at Nagad Station. In the preliminary stage, 1 transfer track will be connected to the station. Its
cross interference with the main line is slight and locomotives and rolling stocks can easily go
the shed and station yard.
(II) General layout of the depot
This depot covers a land of approx. 4 ha in total in which the servicing depot and houses are
in transversal layout. One temporary repair shed will be set at the end of the serving depot.
Tracks and houses of the whole depot are in compact layout and intercommunication is
convenient.
The area of new houses under the present study is about 2500 m2.
(III) Type and scale of main servicing equipment
In the depot, 2 service temporary rest tracks for electrical locomotives, 1 service track for
shunting locomotives, and 1 locomotive running track will be set. Such productive facilities
and supporting serving equipment as a new running and comprehensive servicing building,
locomotive serving shed, and locomotive inspection pit will be built in the depot.
(IV) Combination form and scale of inspection and repair shed
The depot will be furnished with one two-track temporary repair shed (42m18m) in which 1
temporary repair position for electrical locomotives and 2 temporary repair positions for
freight rolling stocks will be set. In addition, supporting temporary repair equipment will be
provided.
Organization, Jurisdiction Scope, and Staffing
In the present study, the Nagad locomotive turnaround depot with a designed fixed staff
number of 20 will be set and it is under the jurisdiction of Indode locomotive and rolling stock
depot.
Estimated Quantity of Main Mechanical Equipment of Nagad Locomotive Turnaround

Depot
Description of Type and

S/N Unit Quantity Remarks
equipment specification
Traction locomotive
1 Set 1
facility
Grease distribution
2 Set 1
equipment
3 Travelling repair Set 1
equipment
Battery charging and

4 Set 1
discharging equipment
5 Crane equipment Set 1
Electric underfloor
6 Set 2
lifting machine
Mounting and
dismounting
7 Set 1
equipment for coupler
draft gear
Single car testing

8 Set 1
device
9 Wheel drop machine Set 1
Movable air
10 Set 1
compressor
11 Grinder Set 1
12 Bench drill Set 1
Electric welding
13 Set 1
machine
14 Electric platform car Set 1
15 Lorry 5t Set 1
16 Oil tanker, 10m Set 1
Distribution, Nature and Scale of Rolling Stock Facilities
(I) Design distribution, nature and scale of rolling stock equipment
The section is provided with 1 train inspection operation yard to perform routine inspection of
braking system and running gear structure of trains, all tests of train brakes, and temporary
repair of rolling stocks in failure that are detached from train.
For the train inspection operation yard, train inspection office building, waiting room for
inspection and other houses will be built. To ensure operation safety of train inspection
personnel, manual derailer, ground air test device and other equipment will be furnished.
The temporary repair of rolling stocks detached from train of Nagad train inspection operation
yard will be done by Nagad locomotive turnaround depot.
(II) Trace hotbox detection system (THDS)
To ensure train operation safety, the line will be furnished with journal temperature detection
system and a journal temperature detection station will be set at each railway station along
the line. Totally, 9 journal temperature detection stations and 17 sets of journal temperature
detection equipment will be provided. The journal temperature detection information is
transmitted to the journal temperature monitoring station that is set at LABU dispatching
center and journal temperature repeating station that is set at Nagad train inspection
operation yard.
Organization, Jurisdiction Scope and Staffing
In the present study, NAGAD train inspection operation yard is set and it is under jurisdiction
of INDODE locomotive and rolling stock depot. The number of design fixed staff of NAGAD
train inspection operation yard is 20.
Estimated Quantity of Main Mechanical Equipment
Description of Type and

S/N Unit Quantity Remarks
equipment specification
Nagad train inspection operation yard
1 Manual derailer Set 2
Train inspection
2 Set 2
operation tool
Air compressor,
3 Set 2
1m/min
4 Moveable train tester Set 1
5 Air storage tank, 3m Nr. 1
Journal temperature detection system
Journal temperature
1 Set 17
detection equipment
Repeating facility for

2 Set 1
train inspection
Maintenance
3 Set 1
equipment
1.10 Section 10 Rolling Stock equipment
1 Freight Cars
1.1 Technical Specification of Box Car
1.1.1 Purpose
The box car is used for the railway with the gauge 1435mm, to transport various
goods which are afraid of the sun, rain and snow erosion and boxed and bagged
goods.
1.1.2 Key Parameters and Dimensions

Loading Capacity 70t
Dead weight 25t
Volume 145m3
Design Speed 100km/h
Minimum Curve Radius 145m
Vehicle Length (at Coupler Connection Point): 17400mm
Height from Center of Coupler to Top of Rail: 880mm
Limit It complies with the regulation of GB146.1 Limit of Rolling Stock
with Standard Gauge.
Note: Above height directional dimension refers to the height of vehicles to the rail in
the no-load, new wheel and new vehicle state.
1.1.3 Key Structure

This vehicle is mainly composed of the wagon body, coupler draft gear, braking
device and bogie.
1.1.3.1 Wagon Body

This wagon body is the all steel welding structure, which is mainly composed of the
underframe, side wall, end wall, wagon roof, door and window.
a) Underframe
The underframe is composed of the centre sill, upper side beam, bolster beam, end
beam, large transverse beam, small transverse beam and steel longitudinal beam
and floor.
The centre sill takes the hot rolling 310 Z-shape steel with the yield strength 450MPa,
the forged upper cored disk and the front and rear follower stop with the C-grade cast
steel. Lower side beam is the fish-bellied structure, and the underframe is covered
with the floor.
b) Side Wall
The side wall is the slab column type structure and is welded by the side plate, side
column, door post and upper side beam.
The side column takes the U-shape cold-formed steel, and the upper side beam is
welded by the cold-formed rectangular pipe and the cold-formed angle steel.
c) End Wall
The side wall is the slab column type structure and is welded by the end plate, end
column, corner post and upper end beam.
The end column takes the hot rolling channel steel, and the corner post and upper
end beam take the rolling-formed angle steel.
d) Wagon Roof
The wagon roof is welded by the wagon roof panel, wagon roof bending beam and
end bending beam. The wagon roof is of the arc structure, and the wagon roof is set
with the ventilator externally.
e) Wagon Door and Window
The wagon body is installed with a set of the sliding double door and the wagon
window at each side.
1.1.3.2 Coupler and Draft Gear

It takes the ARR standard-compliant coupler hanging contour and accompanies with
the coupler yoke. It takes the MT-2 model draft gear or that with equivalent
performance.
1.1.3.3 Braking Device

The main pipeline pressure of the air braking device meets the requirement of
500kPa and 600kPa, which is mainly composed of control valve, brake cylinder,
storage reservoir, automatic gap adjuster of bidirectional brake shoe and automatic
adjuster of empty heavy vehicle.
The manual braking device takes the manual braking device with the rapid buffer
function.
1.1.3.4 Bogie
This bogie is the three-piece cast steel structure and takes the separated swing
bolster and lower cored disk structure, and the lower cored disk is mounted with the
non-metallic cored wear plate, -dual-role elastic side bearing and variable friction
damper. The swing bolster and side frame take the Chinese standard-compliant B+
grade cast steel, the compact double-row tapered roller bearing and the overall wheel
with the diameter 840mm. The material is the Chinese standard-compliant CL60
steel, and the axis material is the Chinese standard-compliant LZ50 steel. The spring
takes the Chinese standard-compliant 60Si2CrVAT material and the brake shoe with
the high friction, and it takes the supporting brake head and brake bolt.
The technical parameters of the bogie are shown as follows.
Fixed Wheel Base 1830mm

SideBearingCenter Distance 1520mm
Height from Cored Disk to Rail Surface (Empty Vehicle) 80mm
Wheel Diameter 840mm
Railway Gauge 1435mm
Axle Load 25t
1.2 Technical Specification of Gondola Car-Covered
1.2.1 Purpose
The Gandola Car with the loading capacity 70t is used to transport the coal, ore,
building material, mechanical equipment, steel and wood over the line with the
railway gauge 1435mm.

Dead weight 24t
Volume 77 m3
Design Speed 100 km/h
Minimum Curve Radius 145 m
Vehicle Length (at Coupler Connection) 14000 mm
Height of CouplerCenter for Empty Vehicle from Top of Rail 88010mm
1.2.3 Key Structure

device and bogie.
1.2.3.1 Wagon body

This wagon body is the steel welded structure, which is composed of the underframe,
side wall, end wall and train door.
a) Underframe
The underframe is composed of the centre sill, side beam, bolster beam, end beam,
small transverse beam and steel floor welding. The centre sill takes the hot rolling
310 Z-shape steel with the yield strength 450MPa, the cold-formed lower side sill, the
formed upper center plate and the front and rear follower stop with the C-grade steel
material. The underframe is covered with the weathering steel floor.
b) Side Wall
The side wall is the slab column structure, which is welded by the upper side beam,
side column, side plate, connected iron, reinforcement plate of side column and
internal reinforcement block of side column. The upper side beam takes the cold-
formed rectangular steel pipe, the side column is the cold-formed cap steel, and it
takes the rivet connection between the side column and the lower side sill.
c) End Wall
The end wall is welded by the upper end beam, corner post, transverse band and
end plate. The upper end beam and the corner post take the cold-formed rectangular
steel pipe, and the transverse band takes the cold-formed cap steel.
d) Side Opening Door and Lower Side Door
The side wall at both sides of the wagon body is installed with the side opening door
and the lower side door.
The side opening door is composed of the door plate, hinge and locking mechanism.
The lower side door is composed of the lower side door plate and the hinge.
1.2.3.2 Coupler Draft Gear

performance.

adjuster of empty and heavy vehicle.
function.
1.2.3.4 Cover
This type is based on the Gondola car-Uncovered. It has a moveable cover on the
top,this cover is locked to the wagon body by the lock device.
1.2.3.5 Bogie
non-metallic cored wear plate, dual-role elastic side bearing and variable friction
Axle Load 25t
1.3 Technical Specification of Gandola Car-Uncovered
1.3.1 Purpose
The Gondola Car with the loading capacity 70t is used to transport the coal, ore,
building material, mechanical equipment, steel and wood over the line with the
railway gauge 1435mm.

Dead weight 24t
Volume 77 m3
Minimum Curve Radius 145 m
Vehicle Length (at Coupler Connection) 14000 mm
1.3.3 Key Structure

device and bogie.
1.3.3.1 Wagon body

This wagon body is the steel welded structure, which is composed of the underframe,
side wall, end wall and train door.
a) Underframe
The underframe is composed of the centre sill, side beam, bolster beam, end beam,
small transverse beam and steel floor welding. The centre sill takes the hot rolling
310 Z-shape steel with the yield strength 450MPa, the cold-formed lower side sill, the
formed upper center plate and the front and rear follower stop with the C-grade steel
material. The underframe is covered with the weathering steel floor.
b) Side Wall
The side wall is the slab column structure, which is welded by the upper side beam,
side column, side plate, connected iron, reinforcement plate of side column and
internal reinforcement block of side column. The upper side beam takes the cold-
formed rectangular steel pipe, the side column is the cold-formed cap steel, and it
takes the rivet connection between the side column and the lower side sill.
c) End Wall
The end wall is welded by the upper end beam, corner post, transverse band and
end plate. The upper end beam and the corner post take the cold-formed rectangular
steel pipe, and the transverse band takes the cold-formed cap steel.
d) Side Opening Door and Lower Side Door
The side wall at both sides of the wagon body is installed with the side opening door
and the lower side door.
The side opening door is composed of the door plate, hinge and locking mechanism.
The lower side door is composed of the lower side door plate and the hinge.

performance.

function.
1.3.3.4 Bogie

Axle Load 25t
1.4 Technical Specification of Hopper Car-Covered
1.4.1 Purpose
The Hopper Car-Covered with the loading capacity 69t is used to transport the wheat,
soybean and corn over the line with the railway gauge 1435mm.

Dead weight 24.8t
Volume 102m3
Vehicle Length (AT Coupler Connection) 16466mm
the no-load,new wheel and new vehicle state.
1.4.3 Key Structure
This wagon is mainly composed of wagon bodybrake device, Coupler and draft
gear, and bogie etc.
1.4.3.1 wagon body
Wagon body is full steel integrated bearing structure without center sillIt mainly
composed by the underframe, side wall, end wall, hopper and roof etc.
a) Underframe
It is integrated by welding with draw sill, side sill, body bolster and end sill etc.
b) side wall
It is integrated by welding with side pillar, side plate and top side sill .
c) End wall
It is of complete plate and sill structureIt is integrated by welding with end plate ,
cross bearer , and support, etc..
d) Hopper
The hopper is set in the bottom which adopted top loading and bottom discharging.
Bottom door is set in each hopper, The type of hand dynamic also achieve to control
the bottom door.
e) Roof
It is of complete arc plate and sill structure. It adopted top loading hole which can
loading while moving. The top loading hole has water-proof cover. By both side of the
top loading hole is walking plat for workers.

performance.

function.
1.4.3.4 Bogie
The technical parameters of the bogie are shown as follows:

Axle Load 25t
1.5 Technical Specification of Hopper Wagon-Uncovered
1.5.1 Purpose
The hopper wagon with the loading capacity 70t is used to transport the heavy bulk
commodities such as coal coke stone and ores gravel and scrap metal over the line
with the railway gauge 1435mm.

Dead weight 23.8t
Volume 75m3
the no-load new wheel and new vehicle state.
1.5.3 Key Structure
This wagon is mainly composed of wagon bodyswitch device of bottom door,air
brake deviceCoupler and draft gear, brake device and bogie etc.
1.5.3.1 Wagon body

It mainly composed by the underframe, side wall, end wall, hopper, ladder, bottom
door, support rod,which are welded together.
a) Underframe
It mainly composed by the center sill, side sill, body bolster, end sill.
b) Side wall
It is of complete plate and column structure. It is integrated by welding with side pillar,
side plate and top side sill.
c) End wall
It is integrated by welding with top end sill, end pillar, corner pillar, support,cross
bearer and end plate etc.
d) Hopper assembly
It has a transverse ridge at the center of the body, this ridge depart the whole hopper
into 4 parts with the lengthways ridge.
e) Ladder
It is set in the outside of the top of side wall.
f) Bottom door
It is integrated by welding with door plate, cross beam and column etc.
g) Push rod
It is set in center ridge
1.5.3.2 switch device of bottom door

It adopted double-stage driving lock device, The type of pneumatic or hand dynamic
also achieve to control the bottom door.
1.5.3.3 Pneumatic pipe device

Four bottom doors is controlled by the double-acting air cylinder in Pneumatic pipe
device

performance.

function.
1.5.3.6 Bogie

Axle Load 25t
1.6 Technical Specification of Flat Wagon Dedicated for Container
1.6.1 Purpose
The flat wagon with the loading capacity 70t dedicated for the container is used for
the railway with the gauge 1435mm. it can provide the loading capacity for 70t and
can transport two containers with the dimension 20ft or one container with the
dimension 40ft whose total weight of the single container is less than or equal to 35t
and the dimension complies with the regulation of ISO668.The flat wagon can carry
refrigeration container and become a refrigerated car.

Container Loading
Two Containers with Dimension 20ft (Total Weight of Single Container 35t)
2*35t
One Container with Dimension 40ft (Total Weight of Single Container 35t)
1*35t
Dead weight 23t

Vehicle Length (Coupler
Connection Point) 13500mm
Height from Container Bearing Surface to Top of Rail (Empty Vehicle)
1200mm
Height from Center of Coupler to Top of Rail (Empty Vehicle) 880mm
1.6.3 Key Structure

The flat wagon with the loading capacity 70t dedicated for the container is composed
of the underframe, locking mechanism, braking device, coupler draft device and
bogie.
1.6.3.1 Underframe
The undergrame is the all steel welded structure, which is mainly composed of the
centre sill, side beam, bolster beam, end beam, beam and auxiliary beam. The centre
sill is the fish-bellied, and the side beam is the cold-formed channel steel. It is set
with the end beam and box-shaped bolster beam at both sides of the underframe and
the large central beam at the center of the underframe. Furthermore, it is set with the
large beam at both sides. It takes the forged upper cored disk and the front and rear
follower stop with the C-grade steel material.
1.6.3.2 Locking Device

The underframe is installed with the container locking device and it is the fixed
locking device at both ends and the tilting and sliding locking device at the center. It
is set with the door stop at both ends, to prevent the abnormal opening of the
container door.

function.

performance.
1.6.3.5 Bogie

Axle Load 25t
1.7 Technical Specification of Tank Wagon
1.7.1 Purpose
The vehicle with the loading capacity 70t is mainly used for transporting the light oil
medium over the line with the railway gauge 1435mm, such as the gasoline,
kerosene and diesel, and the loading and unloading mode is the upper loading and
upper unloading mode.

Dead weight 25t
Volume 83m3
Vehicle Length (at Coupler Connection Point) 13000mm
Height from Center of Coupler to Top of Rail (Empty Vehicle) 880mm
1.7.3 Key Structure

This truck takes the structure without the centre sill. It is mainly composed of the tank
assembly, bolster assembly, coupler draft device, braking device, lifting device and
bogie. One end of the truck is set with the working bench to manipulate the braking
device.
1.7.3.1 Tank Assembly

The tank assembly is mainly composed of head, cylinder, manhole, safety valve and
liquid collection nest. The cylinder takes the right cylindrical structure. The head takes
the elliptical head. The top of the tank is set with the manhole and the breathing type
safety valve. The tank is set with the ladder internally and the liquid collection nest at
the bottom.
1.7.3.2 Bolster Assembly

The bolster assembly is mainly composed of the traction beam assembly, bolster
beam assembly, side beam assembly and end beam assembly.
The traction beam assembly is composed of the traction beam, front follower stop,
rear follower stop, cored disk and upper cored disk. The traction beam takes the hot
rolling 310 Z-shape steel with the yield strength 450MPa.The front follower stop, rear
follower stop and cored disk take the C-grade cast steel, and the upper cored disk
takes the forged upper cored disk.
The bolster beam takes the single web structure, which is composed of the bolster
beam web, side cover plate and lower cover plate.
1.7.3.3 Assembly of Side Ladder and Walking Board

This truck takes the side ladder structure and the top of the tank is set with the
working bench and the protective railing.

performance.

function.
1.7.3.6 Bogie
non-metallic cored wear plate, -dual-role elastic side bearing and variable friction

Axle Load 25t
1.8 Technical Specification of Bi-Level-Auto Carrier
1.8.1 Purpose
The wagon with the loading capacity 22t is used to transport the car over the line with
the railway gauge 1435mm.

Dead weight 37.4t
Limit It complies with the regulation of GB146.1 Limit of Rolling Stock with
Standard Gauge.
1.8.3 Key Structure
This wagon is mainly composed of wagon bodybrake device, Coupler and draft
gear, bogie, car clamp device etc.
1.8.3.1 Wagon body

It mainly composed by the underframe, side wall, roof, end door, upper underframe,
lifting device etc. The body is full steel rivet weld concave base structure
a) Underframe
It mainly composed by the draw sill, side sill, body bolster, end sill etc.,which are
welded together.
b) Side wall
It is mainly composed by side sill , side pillar, support and side plate etc.
c) Roof
Mansard roofthe full steel weld structure composed by roof side sill, roof arc sill
and longitudinal sill.
d) Upper underframe
Upper underframe is compose by fixed part and movable part.
e) End door
Integrated end door. Mainly composed by doorframe, six end door, lock bar, and lock
device etc.
f) Upper and bottom gangway foot plate
Turnover gangway foot plate is set at the end of upper and bottom underframe for
vehicle loading and unloading

performance.

function.
1.8.3.4 Bogie

Axle Load 25t
1.9 Technical Specification of Refrigerated Car
The refrigerated car is designed to transport fresh and perishable cargo such as fish,
meat, vegetables, fruits, etc. During the transportation, this kind of cargo needs to be
taken into consideration of temperature, humidity and ventilation conditions.
Thereafter, the refrigerated car will be equipped with cooling device, insulation
materials, temperature-measurement device and ventilation device etc.
Vehicle Length 21m
Vehicle Weight 40.5t
Load Weight 38t
Load Capacity 100m
Inside Temperature -24 ~15
Outside Temperature 40~-40
Generator Power 15kw
1.10 Technical Specification of Centre Beam Car
The center beam car is designed to transport building products such as dimensional
lumber, plywood, particle board, and wallboard pipe, steel tubes and girders.
The detailed proposal will be provided according to the Employers requirements.

Dead weight 23.8t
Volume 75m3
Vehicle Length (at Coupler Connection) 14400mm
Height of Coupler Center for Empty Vehicle from Top of Rail 88010mm
2 Technical Specification for Passenger Car
2.1 Technical Description of YZ25G Hard-seat Passenger Car
2.1.1 General Technical Specification
Car strength complies with TB/T1335-1996Railway vehicles Strength design and
test evaluation specification.
Vehicle dynamic performance complies with GB/T5599-1985 Railway Vehicle
Dynamics Performance Evaluation and test identification norms.
Vehicle gauge complies with GB146.1-198Standard railway rolling stock gauge.
Service life: 30 years
Maintenance period:
Maintenance back to factory: 2.4 (0.6)M Kilometers or 10years.
Maintenance in deport: 0.6(20)M kilometers or 2.5years.
Conditions of Use:
Maximum configuration: 20car per trainset
Ambient temperature: -40+40
Maximum relative humidity 95%
Platform height ,Suitable for platform height with 300mm500mm and1250mm,
distance between platform edge and railway center is 1750mm.
Maximum line gradient 30
2.1.2 Main technical specification

Railway gauge 1435mm
Maximum operation speed 120km/h
Emergency brake distance on straight line (with 30% overload and with
initial speed 120km/h) 800m
Minimum negotiable curve
Single car 100m
Coupling 145m
Ride index W2.5
Noise (120Km/h) 68dBA
Body static heat transfer coefficient (K value) 1.16W/m2.k
Illumination complies with TB/T29171998Railway passenger coach
illumination technical conditions
Axle load 17t
2.1.3 Main dimension

Carbody length 25500mm
Carbody width Approx3105mm
Height between rail top to car top(empty car) 4433mm
Vehicle center distance 18000mm
+10
Height from rail top to coupler center (empty car) 880 -5 mm
Height from rail top to inter car crossing pedal (empty car) 1333mm
Height from rail top to floor surface (empty car) 1283mm
Carbody center plate to rail top (empty car) 780mm
2.1.4 Carbody steel structure

Body steel structure will use overall carrying beam cylindrical structure, side wall will
use flat plate. Thickness of sheets and profiles which 6mm will use nickel-chromium
weathering steel, thickness which 2.5mm will use 05CuPCrNi, thickness which
between 3 ~ 6mm will use 09CuPCrNi-B (Q295GNHL), plate thickness more than
6mm will use ordinary carbon steel. Air conditioning seat, toilet and wash room iron
floor whichever easily corrosive will use stainless steel.
2.1.5 Coupler and buffer device

No.15 C-grade steel coupler, C-grade steel hook tail box and G1 buffer will be used.
2.1.6 Gangway and bridge plate

Gangway will use rubber material
2.1.7 Bogie 209P bogie will be used

Construction speed: 140km/h
Axle load 17t, axle base: 2400mm
Wheel is overall rolling steel, diameter is 915mm
Proven hydraulic damper will be used.
NJ3226X1NJP3226X1 bearing will be used; Axlebox is Metal labyrinth seals, and

be installed with digital sensor for axle temperature alarming.
Bogie components will have good wear resistance, expect brake pads, hydraulic
shock absorbers and wheel tread, the rest of the components will not requiredto
replace or repair within 2 million kilometers operation.
Bogie safety performance

Derail parameter 1.0
Wheel load reduction rate 0.6
Overturning coefficient 0.8
2.1.8 Brake device

104 type air brake will be used.
Disk brake will be used.
Handle brake will be set in car end one.
Emergency brake valve, brake pipe air pressure meter, main pressure meter will be
installed on board.
Brake on/release displayer will be set on both side of carbody.
Brake pipe will use stainless material expect that on bogie which will use rubber.
2.1.9 Water supply and sanitation device

Water tank will be installed inside car, water can be supplied from both side of
carbody.
Water tank will use stainless material, volume1000 liters, water gauge is installed on
every car.
Toilet will use vacuum commode, two dirt collection boxes will be installed, volume of
each will be not less than 550 liters.
2.1.10 Heating device(if needed)

Unit heating device with over-heat protection will be adopted, temperature and
humidity control complies with GB/T12817.
2.1.11 Air adjustment device

Roof mounted air condition will be used, temperature and humidity control complies
with GB/T12817-2004.
Toilet roof is set with nature ventilation.
2.1.12 Power supply and illumination

DC600V center power supply will be used.
Saloon lighting, toilet status displayer, axle heat warning device, electrical anti-slide
device and communication deceive will use DC110V; tail light will use DC48V;AC
socket will use AC220V; heating device will use DC600V; Air condition and water
heater will use AC380V,control power will use DC110V.
DC110V maintenance free alkaline battery will be used, capacity is not less than
120Ah.
PLC electrical cabinet will be installed to supervise power supply, air condition,
inverter, charger etc.
DC110V online leakage detecting device will be set in PA power control box.
Wire complies with LSZH requirement set in TB/T1484-2010 locomotive cable.
Wiring complies with TB/T1759-2003railway passenger coach wiring regulation.
2.1.13 Door
Folding doors will be used for car side and end,door panel will use weather
resistance steel.
2.1.14 windows
Plastic sprayed aluminum window frame will be used,
2.1.15 Interior equipments

Each car will be set with 4 fire extinguishers.
Each saloon will be set with 4 safety hammers,1 in steward room .
Rated Seat: 118 person
2.1.16 Drawings
2.1.16.1 Interior layout drawing
2.1.16.2 Car interior/exterior pictures
2.2 Technical Description of YW25G Hard Sleeper Passenger Car
Maintenance period:
Conditions of Use:

Single car 100m
Coupling 145m
Ride index W2.5
Noise (120Km/h) 68dB(A)
Axle load 17t

+10


2.2.6 Gaugway and bridge plate

Gaugway will use rubber material

Construction speed: 140km/
NJ3226X1NJP3226X1 bearing will be used; Axle box is Metal labyrinth seals, and
2.2.8 Brake device

Emengency brake valve, brake pipe air pressure meter, main pressure meter will be
installed on board.

carbody.
every car.
Toilet will use vacuum commode, two dirt collection boxes will be installed, volume of
2.2.10 Heating device(if needed)


with GB/T12817-2004.
Toilet roof is set with nature ventilation.

device and communication device will use DC110V; tail light will use DC48V;AC
120Ah.
Wiring complies with TB/T1759-2003railway passenger coach wiring regulation.
2.2.13 Door
Folding doors will be used for car side and end,door panel will use weather
resistance steel.
Distance form inner side door frame of the isolation door of hard sleeper car:
700mm.
2.2.14 windows

Layout plan (see Attached Figure 3)
The opened saloon is taken and the escalator is set to the upper berth.
The length of the lower berth is 1885mm, the length of the middle berth and the
upper berth is 1843mm, respectively and the width of the berth is 585mm, and all the
berths are fixed.
AC socket with protection gate and 2\3cores setting: 3 in the corridor of semi-
cushioned couchette.
2.2.16 Drawings
2.3 Technical Description of RW25G Soft Berth Passenger Car
Maintenance period:
Conditions of Use:

Single car 100m
Coupling 145m
Ride index W2.5
Axle load 17t

+10


2.3.6 Gaugway and bridge plate

Gaugway will use rubber material

NJ3226X1, NJP3226X1 bearing will be used; Axlebox is Metal labyrinth seals, and be
installed with digital sensor for axle temperature alarming.
Boige components will have good wear resistance, expect brake pads, hydraulic
shock absorbers and wheel tread, the rest of the components will not required to
2.3.8 Brake device

installed on board.

carbody.
every car.
Toilet will use vaccum commode, two dirt collection boxes will be installed , volume of
It adopts general manul water valve for rolling stock (except for dinner car), and the
washing room in cushioned berth sleeping car adopts manual valve with suitable
class and credible performance. All valves and accessories will be convenient for
removal and maintenance.
The electrical hot water device will be provided in soft berth sleeping car.
The western type toilet in soft berth sleeping car adopts stainless steel structure, and
the toilet seat paper box will be provided.
2.3.10 Heating device (if needed)


with GB/T12817-2004.
The air supply in Soft berth sleeping car adopts roof-mounted with adjustable air port,
and it adopts concealed type in soft berth sleeping car. The air duct adopts suitable
method of sound insulation and absorption, which will reduce the air supply noise. .
device and communication deceive will use DC110V; tail light will use DC48V;AC
120Ah.
Wire complies with LSZH requirement set in TB/T1484-2010 locomotive cable,
wiring complies with TB/T1759-2003railway passenger coach wiring regulation
KC8-4 Connector is set on the semi-cushioned couchette and cushioned couchette to

realize AC380Vpower supply each other between the two neighbor cars. When
provide power supply between the two neighbor cars, the train should reduce the
speed.
2.3.13 Door
Folding doors will be used for car side and end door panel will use weather
resistance steel.
Distance form inner side door frame of the isolation door of soft berth sleeping car:
660mm.
2.3.14 windows

The opened saloon is taken and the escalator is set to the upper berth.
At the B end is set the public address room and no attendants room is set.
The length of the lower berth is 1885mm, the length of the middle berth and the
upper berth is 1843mm, respectively and the width of the berth is 585mm, and all the
berths are fixed.
2.3.16 Drawings
2.4 Technical Description of RW25G Dinner Passenger Car
Maintenance period:
Conditions of Use:

Single car 100m
Coupling 145m
Ride index W2.5
Axle load 17t

+10


2.4.6 Gangway and bridge plate

Gangway will use rubber material
2.4.7 Bogie 209P bogie will be used.

NJ3226X1NJP3226X1 bearing will be used; Axle box is Metal labyrinth seals, and
2.4.8 Brake device

installed on board.

carbody.
every car.
Toilet will use vacuum commode, two dirt collection boxes will be installed , volume of
It adopts general manual water valve for rolling stock (except for dinner car), and the
washing room in cushioned berth sleeping car adopts manual valve with suitable
class and credible performance. All valves and accessories will be convenient for
removal and maintenance.
The electrical hot water device will be provided in cushioned berth sleeping car.
The western type toilet in cushioned berth sleeping car adopts stainless steel
structure, and the toilet seat paper box will be provided.
2.4.10 Heating device (if needed)


with GB/T12817-2004.
the air supply in semi-cushioned berth sleeping car adopts roof-mounted with
adjustable air port, and it adopts concealed type in cushioned berth sleeping car. The
air duct adopts suitable method of sound insulation and absorption, which will reduce
the air supply noise. .
device and communication device will use DC110V; tail light will use DC48V;AC
120Ah.
Wiring complies with TB/T1759-2003railway passenger coach wiring regulation
KC8-4 Connector is set on the semi-cushioned couchette and cushioned couchette to

realize AC380Vpower supply each other between the two neighbor cars. When
provide power supply between the two neighbor cars, the train should reduce the
speed.
2.4.13 Door
Folding doors will be used for car side and end door panel will use weather
resistance steel.
Distance form inner side door frame of the isolation door of dinner car: 600mm.
2.4.14 windows

The fixed seats are set.
The electric cylinder kitchen equipment is taken. In the kitchen are set 2 exhaust fans
and no electric fan.
On the corridor floor between the pedal door at the A end and the kitchen door is
paved the antiskid stainless steel plate.
The sterilizing cabinet is set.
2.4.16 Drawings
2.4.16.1 Interior layout drawing 1
2.4.16.2 Interior layout drawing 2
3 Technical Specification for DFN7G Diesel Shunting Locomotives
3.1 Technical Specification
Application: Shunting and transfer
Track gauge: 1435mm
Loading Gauge: Comply with standard GB146.1 83 LOADING GAUGE OF
STANDARD TRACK GAUGE RAILWAY LOCOMOTIVE AND ROLLING STOCK

Environment condition: Operated under conditions of temperature varying from -20 to
+50, long tunnel or windy and sand areas
Maximum relative humidity: 95%
Maximum sea level elevation: 1000m
3.2 Main parameters of locomotive
Rated power :1840kW
Axle arrangement: CoCo
Wheel diameter: 1050mm
Axle load: 233t
Locomotive weight with full supplies :1383t
Fuel tank capacity :5000 L
Lube oil capacity :500kg
Cooling water storage :800kg
Sand storage: 800kg
Minimum negotiable curvature: 100m
Height from coupler centerline to rail top: 88010mm
Distance between match lines of two end couplers: 19900mm
Gear ratio63 :14
Locomotive speed (According to regulation of TB1047-82, wheel diameter is 1013mm

under half worn wheel tire)
Maximum service speed 80 km/h
Continuous speed 17.8km/h
Traction effort at wheel circumference
Max. Starting traction effort 480kN (theoretically)
Continuous traction effort 341.7kN
Locomotive outline dimension (LXWXH): 18800mm3300mm4748 mm
3.3 Diesel engine main parameters
Model 12V240ZJ
Rated power 2400kW
Max. service power 2200kW
Rated speed/idle speed 1000/430r/min
Number of cylinder/arrangement type: 12 cylinders/V type with inclusion

angle of 50 degree
Combustion chamber typeDirect injection, open type
Cylinder diameter X piston stroke 240mm275mm
Fuel consumption at rated power 2073g/kWh
Lube consumption: Less than 1.5% of fuel consumption
Outline dimension 4298mm1760mm2642mm
Weight 16.3t
Diesel engine staring mode Electric motor
Total displacement 149.29 L
Compression ratio 12.4
Max. combustion pressure 14 MPa
Crankshaft rotation direction (face output end) Clockwise
Lubricating mode Lubricating oil cycle
Cooling mode Water cooling cycle
Temperature of lubricating oil output 98
Temperature of cooling water output 98
3.4 Electric Parameters
Transmission mode: main transmission adopts three phase AC-DC

Main alternator:
Model TQFR3000E
Rated capacity 2911kVA
Rated voltage 425/770V
Rated current 3955/2183A
Rated speed: 1000 r/min
Rated frequency 150Hz
Power factor 0.95
Excitation mode: Separate excitation
Work system: continuous
Cooling mode Radial self ventilation
Class of insulation (stator/rotor) H / H
Weight 5120kg
Silicon rectifier cubicle
Model GTF5100/1250-A
Silicon rectifier element ZP200028 type24pieces
Rated AC input voltage 1000V
Rated AC input current 4142A
Rated DC output voltage 1250V
Rated DC output current 5070A
Rectifier circuit Three phase bridge
Cooling mode Forced air cooling
Traction motor
Model ZD109B1/ZD109Z
Rated power 530kW
Rated voltage 670 V
Max. voltage 980V
Rated current 845A
Max. current 1200A
Rated speed 770 r/min
Max. rotation speed 2385r/min
Excitation mode Serial excitation
Work system Continuous
Cooling mode Forced ventilation
Weight 3000kg
Starting generator
Model ZQF80
Rated power 80kW
Rated voltage 110V
Rated current 728A
Rated speed 1115/2730 r/min
Exciting voltage 105V
Exciting current 8A
Excitation mode separate excitation while working as generator;
serial excitation while working as motor
Cooling mode self ventilation
Class of insulation (stator/rotor) B/B
Weight 930kg
Exciter
Model GQL45
Rated power 45/36kVA
Rated voltage 105/94V
Rated current 248/221A
Rated speed 2625/1175 r/min
Rated frequency 525/235Hz
Excitation mode Separate excitation
Exciting voltage 55.9/81 V
Exciting current 6.81/9.86 A
Work system Continuous

Cooling modeSelf ventilation
Class of insulation B
Weight 348kg
Battery
Type Valve-regulated sealed maintenance free
Mode NM-500D
Rated capacity 500Ah
Quantity 48unit
Total voltage 96V
Other electric equipment
Control and lighting circuit voltage DC 110V
Control console arrangement and appearance Shunting locomotive

control console
Cab lamp type fluorescent lamp
Head light power and mode 800W, halogen tungsten lamp
3.5 Cooling water system
Cooling water cycle type High temperature water system and low
temperature system cycled independently.
Max. temperature of high temperature water 98
Type and structure: axial flow and cast aluminum
Radiator total number 38
High temperature water 10
Low temperature 28
Diameter and number of cooling fan 1400mm, 2
Max. rotation speed of cooling fan 1500r/min
Drive mode Hydrostatic motor
3.6 Fuel and oil system
Fuel pump motor unit number 2
Fuel primary filter mode RC30W
Min. terminal pressure of oil system 0.1MPa
3.7 Diesel engine air filter system
Type anti-wind and sand capacity
Stage number and type 3 stage
First stage: metal net, second stage:
Multi-rotational flow pipe, third stage: paper
Multi-rotational flow pipe number 8
Paper filter number 28
Dedusting type dynamic dedusting
3.8 Traction Motor Blower
Type: centrifugal
Speed: 2600r/min
Air flow: 330m3/min
Air pressure: 4kPa
3.9 Air brake system
Air compressor type and number NPT52
Blowing rate of each air compressor 2.4m3/min
Air exhaust compressor 900kPa
Air drier double tower
Radiator New type One-Piece
Brake equipment type JZ-7
3.10 Bogie
Fixed axle distance 1800mm
Wheel diameter 1050mm
Traction gear ratio 63/14
Frame Q345E
Wheel fission with strake
Brake equipment unit brake and spring brake
CHAPTER 2. OPERATIONAL RULES
2.1 First level Traffic Regulation
2.1.1 Introduction
This document belongs to the first level documentation. It is applicable only for Ethiopian
Corridor Sebeta Djibouti.
2.1.2 General
A rail transport system is a set of connections and resources (railway infrastructure, trains
and operators) that provides, through the train, the transportation of people and goods, thus
ensuring safely the compatibility between:
The single train and infrastructure;
The movement of several trains, regulating the mutual interference.
In the first item are included:
1. The respect of the axle load limit, so that the weight of the train produces in static and
dinamic conditions stresses and deformations of the infrastructure contained within
given values;
2. Compliance with the limit profile, so that the train gauge is contained within given
values;
3. The respect of the speed limit, so that the maximum speed that can be reached by
train is included within given values such as:
Be compatible with the mechanical features of the train.
Be compatible with the mechanical features of the facilities and infrastructure;
Ensure the stability of the train.
In the first item are included:
4 The freedom of the track, so that the movement of the train occurs on not occupied
section of line and granted exclusive to the same train for the time required for
carrying out the movement;
5 The respect of the speed limit (train stop), so that the maximum speed of the train is
such as to allow, through the braking system, the stop within the end of the section of
track.
6 The irrevocability of the track, so that the availability of the section of line referred to in
point 5 above ceases only:
after the train for which it was granted has travelled;
Or, if the train for which it was granted and subsequently revoked has not yet
occupied the above-mentioned portion of track and is at a distance, from its starting
point, such as to enable the stop as a result of the cancellation.
2.1.3 Railway Infrastructure

The railway infrastructure and the structure that allows the movement of trains and is made
up of lines, one or more tracks, and of operational points situated along the lines.
Track
The track consists of two parallel rails, rested onsuitable supports (sleepers) and placed
between them at a fixed distance, known as rail gauge. The connection between the rails is
realized by the switches.
Switches
The switches are mechanisms to allow the passage of railway vehicles from a track to
othertracks.
The switch consists of two parts:
- frame of the needles, which allows to pass in one direction, giving continuity to the
rail;
- heart, which permits the passage of the wheels at the intersection of the rails.
The routing on the straight branch is defined straight, the other is defined deviated.
The switch can be passed on its tip (facing point), whenit is passedby the frame of the
needles toward the heart or is meant as trailing point, when passed in the reverse direction.
Two switches, situated on two tracks generally adjacent and parallel, connected together so
as to allow the passage from one to the other track, constitute a junction.
The switches,in relation to the type ofhandle, may be:
by hand;
Electrical.
The insurance of a switch in the desired position may be accomplished by the facing
pointlock. All of the turnouts interested in the movement of trains must be equipped with
facing pointlock which are devices of insurance of the needle with the stock rail.
Scotch block
Scotch block are devices designed toprevent the escape of parked vehicles; they can be
installed on secondary tracks. The scotch block can be forced by vehicles and may be
supplemented by an electrical control system.
Line
The line consists of portions of one or two rails on which the trains can move. Along the line
there are operational points with different features and functions and level crossings.
On the lines formed by a track (single track lines ) the rail traffic occurs in both directions on
the single track.
On the lines formed by two rails (double track lines) the rail traffic occurs only on the track on
the left for each direction of travel. The track on the left, in the direction of travel of the train,
and defined " legal track", the track on the right is called " illegal track".
Operational points and Level Crossings
The operational points can perform the following functions:
Changing the routing (switching from one rail to another, carrying out of crossings and
overtakings);
Stop for the access of passengers and goods for the rail transport service or for
traffic needs;
Reversing the direction of travel.
it is possible to distinguish the following operational points:
- Station: operational point which may carry out the functions of reversing the direction
of travel, to pass from one track to another, of passage from double to single track or the
opposite, technical stopover and stopping for the access of passengers and goods. It is
delimited by entry signals and it hasstarting signals;
- Stop: operational point that can perform only the function of stop for the access of
passengers;
- Junction: operational point that carries out the single function of the passage from one
line to the other. It is protected from entry signals.
In the context of a station may exist special plantscalled private sidings that, branching from
a rail of the station, allow the connection with commercial areas or deposits.
Posts useful to protect the line in the points of crossings with the road are called level
crossings.
The level crossings are normallyattended by operators and must be passed by the trains only
with the barriers in the closed position.
The closure of thelevel crossingstakes place on the current running of trains, and their
protection is accomplished by the signals of the operational point or with their own signals.
Thelevel crossings of line can be operated even by the operator at the same place.
Tracks of stations
In the context of the stations are distinguished the tracks used for the arrival, departure and
transit of trains, known as main tracks, and the rails normally not used for the movement of
trains, defined secondary tracks.
Among the main tracksyouidentify those that constitute the direct prosecution of the line
within the station, generally called straight path, it is normally used for the transit of trains
without a stop (running tracks).
For reception track means the track bounded by two extreme switches or one, and a sleeper,
on this kind of track the train performs the station service.
2.1.4 Trains and shuntings

The train is constituted by a locomotive, with or without vehicles, which must travel from one
to another operational point.
The name and the quality of trainare takenat the departure from the origin station and
preserved during the journey, until the arrival to the terminal station.
Each train is accompanied by specific documentation.
Any movement of locomotives with or without vehicles made inside an operational point is
defined as shunting.
Classification of trains
The trains are classified ordinary and extraordinary.
Movements of trains
The movements of trains in the operational points are: the arrival, departure and transit.
The part of track on which these movements occur is called "routing".
The movement of trains must meet given security conditions.
Arrival departure and transit routings
The arrival of a train on the reception track of an operational point provided with entry and
starting signals takes place on the arrival routing that extends from the entry signal to the
starting signal.
Beyond the end of the arrival routing must be guaranteed a safe distance (called exit zone)
that extends to 100 meters.
In the stations, trains must be generally received on the running track or, when the train has
to stop, on the one that is more suitable to the service, also taking account of their length.
In an operational point, provided with entry and starting signals, the departure of a train takes
place on the departure routing that extends from the reception track to the line.
The end of departure routing is aligned with the start of the line, and thus identified:
A) on the single track lines, from entry signal for arrivals in the opposite direction;
B) on the lines of double track,
Ifthe forwarding of the train occurs on the legal track, by the alignment with the entry
signal for arrivals in the opposite direction;
If the submission of the train occurs on the illegal track, by the entry signal for arrivals
in the opposite direction.
The transit route of a train without a stop includes the corresponding routings of arrival and
departure.
Safety conditions for the movement of trains
The movement of trains implies the following conditions:
1) Existence of the routing;
2) Compatibility of the routing;
3) Freedom of the routing;
4) Immutability of the routing.
The first condition involves the arrangement and the assurance of turnouts and other safety
devices ofthe routing in such a way as to allow the desired movement.
The second condition is achieved by ensuring the independence of the

routingsonmovements in act simultaneously:
By arranging and ensuring the turnouts and other safety devices for the
independence;
By arranging and ensuring the turnouts and other safety devices not included in the
routing so as to avoid accidental leaks of rolling stock.
The third condition involves the control of the freedom of the route from rolling stock or other
physical impediments.
The fourth condition involves the tying of irremovability of turnouts and other safety devices
involved in the movement through the connections of safety.
Safety connections
Safety connection is a bond thatis established betweenthe signals and safety devices
involved in the movement of the train so that:
To transmit the movement authorization is necessary that safety devices involved in the
movement of the train are arranged and secured in position due;
To remove these safety devices from their position is necessary that the movement
authorization previously granted is canceled.
Contemporary Movements
The movement of a train in an operational point can be performed at the same time as the
movement of another train when among the routes traveled bytrainthere is no point of
convergence. This canbe achieved for the arrangement of the system or for the safety
connections related to the aboveroutings.
Shunting routes
The shunting Movements take place within the framework of the operational point and its
paths are called "shunting routes".
The shunting Movements must meet the conditions of safetyregarding the existence and the
compatibility (see 3.2.2).
Signalling
Railroad signals form the interface infrastructure-train, they transmit to the train information
necessary for the safety of the movement and in particular those relating to the freedom of
the track.
Signals
The function of the signals is to provide information concerning:
The distance between trains and the protection of operational points or of singular
points of the line(for example the level crossings posts);
The execution or the arrest of the shunting routings.
The appearance of a signal can be "variable" or "permanent" depending on whether the

indication provided from it varies or less along the time.
A signal can be "fixed that is non-removable, or "by hand" that isremovable.
Main Signals and warning signals
The main signals and warning signals are fixed light with variable appearance.
These signals provide informations to the drivers by means of lights projected in the direction
opposite to the movement of trains; are supported byametal post or other fixed structure and
are composed of special lights applied to a black screen. The projected lights are red, yellow,
green, white and blue and can be individual or grouped.
The main signals are the signals used to give the train information relating totrack
immediately downstream of them.
The warning signals provide in advance to train the information thatwill be indicatedby the
next main signal.
The main signals can be:
entry signals;
starting signals;
entry signals of the level crossings.
The entry signals, situated at theextreme points of an operational point, are used to control
the access of trains in the operational point.
The starting signals, installed on the rails of an operational point, are used to control the
train's departure.
The entry and starting signals of operational pointsandthe entry signals of the level crossings
are normally at a danger.
Position and visibility of the main and warning signals
The position of the signals of the main and warning signals must be such as to ensure:
The visibility;
The correct combination to the track to which they refer (lateral position);
The respect of the function they indicated (the longitudinal distance).
The main and warning signals are installed to the left of the rail route from the train.
Fixed signals mustbe immediatelyadjacent to the track which they relate.
The main and warning signals must bevisible, in standard atmospheric conditions, at a
distance of at least 150 meters if the maximum speed of the trains on the length of line above
of these signals is less than 90 km/h, and at least 200 meters if said maximum speed is 90
km/h or greater.
Entry Signals
The entry signals must be located at a distance less than 100 m from the point that has to be
protected, if that point is:
The tip of a switch met passed on its tip from train to which the signal is referred;
the fouling point of a trailing point passed from train to which the signal is referred;
The stake or signal indicating the extreme limit reached by the shuntings;
The edge nearest the area of the crossing of a level crossing.
On electrified lines the entry signals of the stations mustbein advance ,respect to the train
that must comply with these signals, to arched catenary supports.
Starting Signals
The starting signals must be located beyond the point of normal stop.
A starting signal which controls, fora track from which a train can be routed in a dead-end
track must be previously located at the tip of the switch that connects to dead-end track and
no less than 50 m from the buffer stop of this or from the end of the track.
Warning Signals
The warning signals must be located on the same side of the track where is located the
respective main signal.
Level crossings signals
The level crossingswith complete barriers operated automatically by the trains can be
protected by dedicated signals, made by light fixed signals to which is attributed the only
function of protection of level crossings; the latter are preceded by a warning signal. The
signals that protectthe level crossingsare normally at a danger and can be opened only after
the effective closure of the barriers of the level crossings that they protect.
Distances between signals
The warning signals must have a distance from the respective main signal not less than 1200
mt.
The distance between two main signals shall not be less than 1200 mt.
Safety devices and interlockings
The safety devices of the operational points provide the conditions that ensure the safety of
the movements of trains and the shuntings.
Interlocking is a connection between the signal and the particular entity (for example track
circuits) of the operational point involved in the movement of thetrain such that:
To transmit the movement authorization is necessary that the entities are

arrangedand ensured inthe required position;
To remove the entities from the current position is necessary that you have canceled
the movement authorisation.
In an operational point, the movement of a train can be performed at the same time as the
movement of another train or shunting when among the routings or shunting routes there is
no point of convergence. This can be achieved by particular provisions of the station or
through interlockings.
Signal box
The signal box is a technological device that ensures in the operational point the respect of
the safetyconditions of the movementof trains and the shuntings. Through the signal box
andyou can command and remote control security entities (turnouts, signals, etc. ) of the
operational point.
For the formation of a routing the signal box must provide at least the following steps:
Verification of non-existence of other done routes incompatible with that commanded;
Verification of the freedom of the track and control safety entities involved in the
formation of the routing, including eventual exit zone;
Irrevocability of the executed routing;
Consent to the granting of the movement authorization.
Spacing of trains on line
The system of spacing ensures the distance between trains by assigning sections of lineto
onetrain at a time.
The line is divided into sections called "sections of block" bounded between two operational
points. Each section of block is protected by a main signal.
The freedom of the section of block is guaranteed by equipment that allows to assess the
absence of trains or through written communication between operators.
Operating method
The operating method is the organization of the operators in charge of the movement aimed
at safe management of the movement of trains on the line.
The operating method is based on a command and control at a distance by an operator

physically located in a central place which imparts commands for the disposition
andsupervision of entities of station and line through technological tools of remote control
(CTC) or through operators situated in the operational points that act on signal box or level
crossings device.
Organization of the service
The movement of trains is performed along the line or line segments from an operator of the
CTC , supported by operators located in each operational point and inevery level crossing
post that must hold the specific enabling in relation to each role.
The operators of the operational points and thelevel crossing postsmust be recognizable
through badge or dress.
The specific characteristics of each operational point,level crossing post and CTC post, must
be reported in the specific "Register of operational point" in which are also indicated the
functions of the individual operator for the identification of the related responsibilities.
Each signed communication, recorded and transmitted between operatorsis definedwritten

order.
Interface with trains
Are defined orders all the orders and conditions of service relating to the movement of
trains.
Orders can be reported to the personnel of the trains through: the timetable, the aspect of the
signals, specific written orders (fixed sentences).
The operator of the station originoftrain is required to deliver the specific documentation to
the staff of the train with the orders that concern that specific train until the arrival station.
Trains must travel according to the indications in the timetable, in particular as regards the
speed of the individual sections of line.
In the stationsofcrossing trains having stop must stop on the reception track, considering the
exit zone as occupied.
The movement authorisation communicated through the opening of signals or specific order,
it is a necessary condition for the dispatch of the train.
Protection of shuntings
THE shunting routing is defined by fixed signals or by predetermined points.
For the purposes of the shunting a rail shall be considered independent from the other if
jointed by a junction whose turnouts are not insured for the confluence, by switch lock
security. Who authorizes a shunting route which affects or could affect the tracksmust make
sure that it is regularly protected from fixed signals or by hand signals.
When a shunting route can engage a level crossingmust be previously warned the operator
that attends it for the arrangement of the barriers in the closed position.
The shunting routes not independent from the arrival or departure routings of the trains are
not allowed.
The shunting route must not exceed the point protected of the station (specific signal).
Safety devices and rountings
All of the turnouts of the operational points on tracks passed by trains must be equipped with
facing point locks.
In the case of inefficiency, the facing points must be attended by an operator and it is needed
to order to the trains the speed reduction to 30 km/h.
To pass a signal at danger for failure orother causes it should be provided a specific order.
Slowdowns
When it is necessary to create or to cease a slowdown in line or in a station is not foreseen in

the timetable, the responsible of Maintenance Infrastructure will inform the responsible of the
operation department with the indication of all the elements necessary,by means of a
specificmodule.
The person responsible for operation, with otherappropriate module,warns the slowdown the
dispatcher for the alert to the trains.
On double track lines all trains mustbe in possession of the slowdown orders interesting both
tracks.
Crossings and overtakings
It defines crossing when, in a station located on a single track, a train should be retained to
allow another train moving in the opposite direction. The crossing can be provided from the
timetable or it may be arranged by the dispatcher in the event of a delay or contingent
situations.
The station takes place where the intersection is called crossover station.
It defines overtaking when, in a station, a train must be retained for giving way to another
train in the same direction. it can be provided from the timetable or it can be arranged by the
dispatcher in the event of delay or contingent situations.
For contingent situations the dispatcher changes thesequence of the trains or establishes the
new crossover station than expected from the timetable.
Trucks for works
Are called trucks the railway vehicles used for the maintenance of the infrastructure; they
can be equipped with self traction or be pulled by locomotive.
The movement of the means of the opera takes place exclusively in regimeofinterruption of
rail.
Tracks breaking
The movement of trains can be interrupted:
for provision of the timetable;
for provision ofspecific program;
for technical needs;
due to accidental causes(accidental obstruction of the track).
The tracks breaking (a) and (b)are delimited by the transit of given trains or by fixed hours.
The tracks breaking (c) and (d)are exclusively bounded by fixed hours.
No train can be forwarded on an interrupted line.
The tracks breakingsmust be always requestedwith order, by the operator of the

Maintenance of the Infrastructure to the dispatcher. The granting of the track breakingby the
dispatcher must be formalized with order.
In the operational point must be exposed on the track a stop signal over the extreme switch
on the side of the track breaking or, in the absence of such a switch, at a distance of 300
meters from the station building.
During the track breaking of a double track section can be routed trains in sense illegal on the
track remained in operation.
When it is time for the movement to single track, in addition to the rules of this article, should
also apply those of the next article.
The operator in the service of each operational point who is the first torealize anabnormal fact
that imposes the stopping of the movement of the trains on a portion of the line must
immediately notify the dispatcher that immediately arranges the track breaking, alerting with
order the operational points involved.
In particular situations the movement of trains can be interrupted between stations, on a

single track line or on oneor both of thetracks of a double track line, directly by the dispatcher
or under the request of the operator of the Maintenance of the Infrastructure.
Single track movement on double track line
The single track movement on double track line(two-way traffic on a single binary)is arranged
withprogram or activated initiative by the dispatcher for need of movement or done
accidentally.
For the resumption of the normal circulation to double track must be according to the norms
established by the previous article.
After the resumption of the normal service on both rails, also on the lines provided with
electric lockmust be maintainedthe telephone joint for the first train in both directions.
Relations between the dispatcher and operators ofoperational point
The dispatcher takes on himself the leadership of all the operational points of the line he
manages; with the collaboration of the operators of the single operational point and for given
tasks in special situations, also uses the collaboration of the staff of the trains.
Relations between the dispatcher and the operators in charge of theMaintenance of the
Infrastructure
The operators in charge of theMaintenance of the Infrastructure may at any time ask the
dispatcher information for verbal reports on the situation of the movement. These
informations dont oblige the dispatcher to make rectification or interventions in case of
sudden changes in the situation of the movement.
Train Agent and his duties
The function of train agentiscarried out by driver working at the head of the train.
The intervention of the train agent may be requested by the dispatcher or by the operatorof
the operational point.
For communications with the dispatcher should preferably be used the 450MHz four-
frequency group wireless train dispatching system conforming to UIC (International Union of
Railways) codes.
The agent train under the request of the dispatcher receives orders andsatisfies the other
special tasks.
Are called peripheral sites all the operational points fall under the jurisdiction of the
dispatcher (stations, stops, etc. ) attended by an operator. All of the peripheral sites are
operated so that the dispatcher by a written order or automatically grants consents for the
constitution of the routings by the operator that attends the operational point.
Constitution of the rountings
The operator of the operational point for the departure of each train toward the line must
takeappropriate consentto the dispatcher that can grant by remote control or through a
special order.
In turnouts, where the constitution of the individual route enters each train toward the line,
the formation of the same must be always occur underappropriate consentof the dispatcher
that can grant by remote control or through a special order.
When a trainends the routein a station, the operator must always ensure that it is complete,
checking the rear.
Trains departure
The departure of the train is made by the train agentonly:
A) After verification about the possession of the necessary documentation and orders;
(B) With opened signal specific for the track or, in the case of abnormality, after
transmission of a special order from the dispatcher the operator of the operational point;
(C) After transmission of a special order from the dispatcher, to the operator of the
operational point, in the event of departure signal common to more tracks (both it is opened
both at a danger);
(D) Upon confirmation of the completion of then activities related to the train departure by
the conductor.
Carrying out, cancellation andadvance of trains
The extraordinarytrains arecarried out by the dispatcher who must provide to announce it by
an order to all the operational points. the operator to each operational point must verbally
extend the announcement to all the related level crossings postsuntil the next operational
point in each direction.
It is admitted to forward trains in advance on their own time according to the type of service.
Execution of shuntings
The shuntings in each operational point must always be authorized verbally by the dispatcher
when the shuntings should not exceed the protected point of the operational point, this
authorization must be given to the operator of the operational point with order only after the
establishment of the track breaking for technical need on the track of line concerned.
For the execution of the shuntings, the operator of the operational point handles the
entitiesthrough the signal box.
Authorization by the dispatcher
The departure of a train from each operational point has always to occur under electric
consent granted by the dispatcher or, in the absence, by a special order.
The authorization of the dispatcher granted with order doesnt mean that the section of line is
free but only that the train can be sent to the line.
Failure of the electric lock and telecommunications
In the case of failure of telecommunications, without other possibilities for communication, the
movement must be stopped until the fault is repaired.
Movements of trains with signals at a danger

In any case of failure of an entry or starting signal of an operational point, the operator will
always provide for the safe constitution of the routes.
The existence of the conditions in the operational point or in the neighboring section of
linemust alwaysbe ascertained by the operator in the service of each operational point.
Generally the dispatcher is responsible for providing the spacing between the trains. On
single track line or double track lines on which the movement takes place on one of the
tracks in two directions, the dispatcher , before allowing the departure of next train, must
acquire the certainty that the route is free by receiving from the staff of the train the order
about the regular arrival of the train departed before.
Operation in case of failures and inconveniences
Anyone who, in the context of his own skills, detectsan abnormalitythat may affect the safety
of the movement must stop the movement with the means at his disposal, including the
functions for this purpose available in signalling system used, in the most prompt and timely
manner, in relation to the circumstances and to current possibilities. Each object of dayor
eventhe only arms, and any light at night, shaken violently, impose the arrest of the trains.
If, as a result ofan abnormalitythat concerns the safety of the movement, there is the stop of
the trains, the resumption of travel must be authorized by dispatcher after adopting all the
necessary checks and measures to ensure the continuation of the train in conditions of safety
and notification to the driver the procedures for the continuation of the race.
Any abnormality in the movement of a train must be communicated by the driver to the
dispatcher. If the abnormality has determined the stopping of the train, in the communication,
the driver must specify, in addition to the cause of the abnormality, the stopping point (ground
signal, kilometer or routing of an operational point). In this casethe driver must also ensure
the immobility of the train.
The dispatcher that it detects orbecomes aware ofan abnormality in the movement of a train
must quickly contact the driver. When the communication is not possible, the dispatcher
should activate the procedures for the achievement and the eventual rescue of the agent of
conduct.
A train can move backwards to the previous operational point only in exceptional cases. If the
backward motion is authorized by the dispatcher, the movement can be performed if the
driver's cab from whichis performedthe backward is at the head of the train in the direction of
movement. The dispatcher ,before allowing the backward, must verify the freedom from
vehicles of the section of the line and rountings concerned, the correct closure of the level
crossings concerned and notify the train the necessary orders.
The driver must stop readily the train if it isimproperly received on a track incompatible to the
service to perform or forwarded on a different line from the one that must be travelled.
If for bad weather or for contingent situations signals are not visible at a sufficient distance,
driver should reduce the speed of the train in order to realize promptly the aspect of the
signals.
If there arepeopleor is possible the presence in near the rail travelling by the train in position
potentially dangerous, even in relation to the conditions of visibility, to the characteristics of
the lineand to the presence of other trains on the tracks adjacent, the driver must alert the
persons emitting acoustic signals.
In the event that it needs to move away from the driver's cabthe driver must ensure
beforehand that the train is immobilized and the admission to the cab is forbidden to
unauthorized persons.
In casesof imminent danger, any agent can request, even verbally, to empowerthe overhead
line, stating the reason for request and declining his generalities.
The movement of the train can take place according to the following:
In the absence ofconditionof freedom of the routing or of the portion of the line, the
train may circulate only if the freedom from vehicles of the segment is ascertained
through the control of the completeness of the train who has previously circulated;
In the absence of the conditionof the correct arrangement of switches of the

operational point, the movement of the train on these switches must be done on sight,
only after having checked and , if necessary, arranged in the correct position the
turnouts.
In the absenceof theactivation of the devices that avoid the transit from the road
(when these devices are set )at the level crossing, the movement of the train on the
same must be done in a degradated way, as detailed in specific second level rules;
In the absence of safety conditions relatedtosingular points of the line, the movement
of the train on those points must be made in respect of specific precautionary safety
procedures established.
If in the absence of track free granted by the signalling system the driver cannot keep
in touch with the dispatcher, the movement of the trains shall be suspended.
Abnormalities of the infrastructure
The dispatcher,in the presence ofabnormalities that determine critical aspects to rail traffic,
has to activate the procedures for the adoption of the measures aimed at restoring normal
conditions of movement.
If, during the running of the train the driver detects abnormalities in the railway infrastructure
or to the trackpath (swerving or bumps), must immediately notify to the dispatcher which
must activate the procedures for the adoption of the measures necessary to ensure the
movement of the trains in safety conditions.
If a main signal is missing or provides imperfect or incomplete informations about the

movement authorization, it must be considered as if it is not currently providing movement
authorization and for the continuation of the race of the train the driver must require a specific
order to dispatcher.
Rolling stock failures
In the case of the abnormality to vehicles the train cannot continue until the safety conditions
are not guaranteed.
The necessary measures in accordance to the abnormalities encountered and the check to
the rolling stock (resumption of gear with or without limitation of the speed, rescue request,
etc. ), must be established by the driver on the basis of the information given in the specific
procedures.
If during the path:
It is not possible to control the braking system of the train from the cab of head ,the
train can no longer continue the race;
It is not possible to emit acoustic signals, the train can continue up to the first station
encountered, for the only purpose of releasing the line;
In a passenger train, one or more of the doors are detected as not properly closed,
the train must be immediately arrested, in order to provide their regularization;
The driver detects an insufficient efficacy of the braking system has to immediately
stop the train for the necessary measures (repetition of the verification and test of the
braking system, etc. ).
2.2 Second Level Application of Regulation
2.2.1 Organization of the service

The "Prospectus of tracks for arrival, departure or transit of the trains" must be attached tothe
Registerof each operational point, it has to be to update at every change of the timetable.
All the operators during their duty must record in the specific documentation of the system
the situation of the train operation along the time; this documentation must be signed at the
time of the single duty.
The operators of the operational points and level crossing posts must ensure the regular
working of the switches and they must also control the arrival, departure and transit of the
trains to ensure their completeness and integrity.
2.2.2 Safety devices and routings

All of the switches of the operational points located on tracks used by trains must be
equipped with switch locks for safety.
In the case of inefficiency, the switches passed on their tips by trains must be attended by the
operator and its necessary to order to the trains the speed reduction to 30 km/h.
To pass a signal at danger for failure or other causes it should provided a specific order.
2.2.3 Routings
The operator of the operational point for the departure of each train to the line must has to
ask and receive a specific order from the dispatcher who can give it by remote control or by
the following written order:
"It is permitted the departure of the train(n. Of the specific train) from the track
(where necessary placing before after arrival to your station of train (n. Of the other
specific train)".
The operator in service makes the routing for the arrival of the train individually on his own if
the train can be received on the running track, while if the train must be received on another
track, he need to reach a specific written order by the dispatcher with the following sentence:
"for crossing (above or other) train arrives in track and train arrives in track
"
In the turnouts, where the constitution of the single routing leads each train to the line, the
making of the routing must be always occur after an appropriate consent of the dispatcher by
remote control or in a written order.
2.2.4 Permissions of the dispatcher

The departure of a train from each operational point can happen only after an electric
consent granted by the dispatcher or by a specific written order.
the operator of the operational point requests the permission verbally and the dispatcher
could consent it by the sentence:
"It is permitted the departure of the train(n. Of the specific train) from the track
(where necessary placing before after arrival to your station of train (n. Of the other
specific train) ".
The order given by the dispatcher contains only the permission for departing to the line but it
cannot ensure the availability of the line.
2.2.5 Operation orders

For the purposes of regulation of the movements of trains the confirmation of the arrival of a
specifictrain to the dispatcher is provided by the sentence:"train ... arrived".
In emergency or danger situations the operators of the operational points or the staff of trains
may branching an alarm signal by mobile or by special devices.
In this case the dispatcher must interrupt the running of trains keeping red all the signals, by
transmitting the order: "do not open signal to train ... " .
2.2.6 Breakings of the tracks

For the planned breakings should be observed the indications contained in the timetable
documentation. For the planned breakings out of the timetable documentation, the program is
issued by the specific Department.
The request for confirmation of the breaking should always be asked with the sentence:
"confirmed breaking of the track (or line ) between and based on the
program n.of the..( or based on the program n. of the timetable)" .
The order of confirmation must be issued by the dispatcher only to the operator of the
operational points that delimiting the line to be interrupted with the sentence:
"from . breaking of the line (or track ) between and based on the program
n.of the..( or based on the program n. of the timetable)"
The dispatcher, after having completed his duties, confirms the breaking to the requesting
agent with an order containing the sentence:
"I confirm breaking of the track (or line)based on the program n.of the..( or
based on the program n. of the timetable)with beginning after transit of the train
and until (or beginning from and until ... ".
The breaking of a track of line has generally to be meant bounded by the entry signals of the
operational point, unless a specific request and permission of other sections of track over the
above signals.
The dispatcher, after receiving the order of the permission to reactivate the movements of the
trains by the operator holder of the breaking with the sentence:
"it is permitted to reactivate the movements of the trains on the line.(or track ..)
between and "
He can decide to reactivate the movements of the trains sending to the operational points, to
which was previously notified the confirmation of breaking, the reactivation of the same with
the sentence:
"at it is reactivated regular train service between and ".
For the request and permission of breakings on tracks of an operational points must be
observed rules similar to those provided for the breakings of the tracks of a line. The
dispatcher before consenting the breaking, that should be meant in any case being limited
within the limit of the sleeper, will have to notify with a specific order the breaking to operator
with the sentence:
"from breaking of the track between and based on the program n. of the
(or based on the program n. of the timetable) ".
The operator of Maintenancewhen received the permission of the breaking, before using the
breaking, has to apply the short circuit device to ensure the track as occupied during the
breaking.
When for any reason the breaking must be delayed or may not be granted, the dispatcher
must immediately notify to the applicant.
When the operator of the maintenance has not required to use the breaking, the dispatcher
can use the track for the movement of the trains. An breaking already granted may be
canceled only with the prior approval recorded by the operator of Maintenancethat requested
it.
The operator of the Maintenance must warn of the breaking all involved staff.
When the work has been completed in advance of the deadline, the operator of
Maintenancemust warn by an order the dispatcher for the reactivation of regular service. The
dispatcher is thus authorized to restart the circulation after notifying it to the involved stations
with the same sentence n. 9 said before adding the phrase:
"for early completion of the work ... ".
The operator of every operational point who was the first to realize the occurrence of an
abnormal fact that imposes the stopping of the circulation on a part of the line must
immediately notify it to the dispatcher who immediately should arrange the breaking of
movement of the trains on the track concerned, alerting with order the operational points
involved using the sentence n. 9 by omitting the phrase:
" how to program ( )"
and activating possibly the movement on the single track remained in service (in case of
double track line).
When the dispatcher has received from the operator of the Maintenance the permission to
reactivate the movement, must communicate by order to the operators of the operational
points to which it had previously been notified of the accidental breaking, specifying how to
reactivate the regular service (normal service on both rails, service on a single track line of
double, etc. ).
In particular situations the movement of trains can be interrupted between two operational
points, on a line a single track or on one or both of the tracks of a line to double, on the
initiative of the dispatcher or under the request of the operator of the Maintenance.
This types of breakings have the following features:
Before you arrange for the breaking of the track the dispatcher must make sure that
the track in subjection is free from trains;
The announcement of the breaking will be motivated by "technical needs";
The orders of confirmation must be integrated, where appropriate, as provided for by

the next article.
The dispatcher who has issued the announcement of the breaking, when it is no longer the
reason, must notify to the operators of the operational points involved.
2.2.7 Relations between the dispatcher and operators of the operational points:
current graph
The dispatcher must fill in the current graph of the running of trains, even using special
software tools. For this purpose the operators of the op must communicate to the dispatcher
the hours of arrival and departure and transit of trains from their op also by means of suitable
computer systems.
The dispatcher , as from individual op are communicated all the hours of arrival and
departure and transit of trains, records on a special sheet the current graph, marking the
ordinary trains with a continuous line, those extraordinary with dotted line.
Passenger trains will be plotted with stretch of black color, freight trains with the blue, while
trains constituted from the locomotive isolated will be plotted with stretch of red color. If the
trains run late or in advance the numbers indicating the minutes of arrival, departure or transit
will be respectively preceded by the sign + or -.
For the purpose of distinguishing the trains that run along the track illegal must be marked a
cross using the same color on the line continuous or broken representing the path of the
trains themselves. If there are specific computer equipment, the current graph is recorded
automatically and displayed on the monitor and printed with the same criteria described
above.
The current graph allows to detect all inconveniences of movement. The dispatcher records
the irregularities observed, update the evolution of trains and do the modifications that should
be made to the timetable.
The dispatcher, in the possession of specific enabling, before being used in their duties and
in case of substantial technical modifications must go to the specific section of line/op to take
knowledge of the characteristics.
In the case of incidents and accidents the dispatcher must provide promptly the mandatory
communications according to the rules in force.
2.2.8 Documents of the CTC , the operational points and the staff of the trains
The prospectus of the operational point must not contain information relating to the arrival
track, nor indications of crossings and passings.
At the bottom of the prospectus must bepointed out that for all trains the arrival track
assigned is the running track, and that the same track can be changed by the dispatcher with
separate consent or with a special order.
The dispatcher when he has to communicate to the train operator or to the operator of the
operational point orders compiles a specific form and transmit it indicating the individual order
number. In any case, the dispatcher must dictate word by word the content of each specific
order to be respected, also indicating date and serial number of the form, completed by an
occasional two-digit number, the hour of transmission and his signature.
Compiling the forms the orders not notified should be considered canceled.
The operator who receives the order has to transmit the progressive number of his completed
form by an occasional two digits and his signature.
An operational written order is generally compiled in two copies one of which remains
attached to the block with the signature of the driver and the operator of the operational point,
while the other remains to the driver. If the form is sent directly to the driver, the driver has to
pick up his copy signing it at the appropriate box.
The driver must be equipped with a set of the same forms, each composed of two copies. On
the back of the forms are the indications that specify the situations that require the release of
the individual specific pre-printed order. These indications are useful to help the operators.
In the office of the dispatcher there are a series of forms like for example M. 3and M. 40 to
record the relevant informations about operation and a register M. 55 to record the presence
of the single operator in service and his duties. Every form has a specific use and function
and has a typical name and code.
The same happens in the officeof eachoperational point.
2.2.9 Delays and accidents of the trains

When a train is late the train staff has the obligation to reduce, as far as possible, the delay
itself, either by accelerating the running, either making more efficient and quick the service so
as to reduce the duration of the stops to the minimum necessary.
The operators of the CTC and those at the operational points must avoid, as far as possible,
that the trains stay a long time at the entry signals, by providing in the event of accident to
hold them in the previous station.
The driver that realizes to not being able to maintain the scheduled speed must warn the
dispatcher. If it is necessary to lighten the train or help it with a rescue locomotive, the
dispatcher should demand from the agent to have a written request.
When it is necessary to stop a train along the line, this must be happen in a station.
In foreseen cases when the train for any reason stops in line it has to be protected and
controlled with the established procedures.
When the train staff realizes something abnormal or irregularities that may compromise the
safety of their own or of other trains, except to particular provisions, must stop the train and
provide possibly for the elimination of accident.
If this is not eliminated or if it concerns attacks to safety of the trains and of the passengers,
the train staff, after they have taken all the cautions required by the situation, must soon
inform about what has happened the dispatcher.
The driver that realizes in a particular section of line accident in the running of the own train
(jumps, bumps, displacements, etc. ) of unspecified origin, but that would be considered as
accidents on the track, must stop the train in the operational point to notify the accident.
The same train staff must also agree with the dispatcher the entity of the reduction in speed
to be ordered to the involved trains, except in case of necessity of more precautionary
measures. This measure are applied until the operator of the maintenance comes, alerted by
the dispatcher.
In the case will be set up a speed reduction, in the order, the section concerned the
abnormality can be delimited by an operational point or specific chilometer of the line. Where
the track is common to multiple lines with different chilometers, the section must be bounded
only by operational points. The dispatcher alerts only involved trains with the following order:
"do not exceed speed of km/h from to ".
In the event of a broken rail the movement must be stopped unless the operator of the
Maintenancehas given the necessary instructions for the movement on the section
considered, notifying to the dispatcher the speed reduction, the involved track, the
operational point or the kilometer delimiting the portion of line. If the same section is common
to multiple lines with different kilometers, the portion must be bounded only by operational
points.
The dispatcher will arrange for the alert to trains with the following order:
"do not exceed speed of km/h from to ".
Whenever will occur or be declared the undue presence of people along the line, to the
trainsmust be practiced the order of speed reduction to 30 km/h and emission of repeated
rants when passing through the section concerned. The trains have to be informed about the
reason for the subjection. This is the content of the written order:
"do not exceed speed of30 km/h by issuing repeated rants from to to "
The section concerned by the abnormalities can be delimited by operational points or

kilometers. If the same section of line is common to multiple lines with different kilometers,
the portion in subjection must be delimited by operational points.
These procedures are to be taken even in the case of presence along the line of people
outside the control of the operation of the railways authorized for emergency situations.
In the case of undue presence of people along the line to the driver may also be ordered,
waiting for the intervention of the police or of the railway staff, to report by an order on their
stay. If the driver communicates to not have detected the presence of people, the dispatcher
provides the cessation of the order.
2.2.10 Halving of a train

A train started from an operational point can exceptionally return back by an authorization
from the dispatcher ,only if the last vehicle is attended or preceded by an agent, respecting
the rules of the braking and the speed limits.
Retuning back is forbidden in the downhill direction on the lines in case of slope more than
15 when the continuous brake does not extend to the last vehicle, unless the last vehicle is
a working locomotive, in which case they will have to be observed the specific rules laid down
by special instructions, not exceeding the speed of 30 km/h.
Little movements of regression in full line are allowed, by prior arrangement between driver
and train manager, in order to facilitate the start-up of a train, to bring the train outside a
tunnel or in specific cases of actual need; the movement does not exceed the extended to
500 meters, stops however at least 100 meters from the first entry signal and is preceded by
hand-sign 200 meters.
It is forbidden to leave under the force of gravity a column of vehicles or vehicle isolated
along the line, adjusting the running using the brakes.
When a train is stopped in line for insufficient traction force the train staff can arrange the
halving and bedding in the next operational points in several occasions by following the rules
laid down.
The driver must ensure the immobilization of the part of the train that is left in line. Part of the
staff of the train must accompany, possibly, the first part of the train that restart the running;
in this case it is necessary to deliver to the agent that remains to guard theother part of the
train the written order:
"wait here return of a locomotive. do not move except opposite order of the
dispatcher".
The dispatcher , before sending the locomotive on the section of line occupied for taking the
second part, must notify to the Level crossing posts themovement of the locomotive itself and
of the second part of the train.
2.2.11 Crushing
When a train is breaking up in line because of the breakage of the mechanical couplings, the
second part must be stopped with the greatest as soon as possible, while the first should
continue until you have absolute certainty that cannot be reached by the second.
The personnel operating on line who realizes that the crushing of a train must submit to the
staff of the second part the stop signal, under the condition to do so in a way that the signal
itself is not seen by the staff of the first part of the train.
The staff of the second part of the train or the staff operating on line, when it was unable to
take agreements with the staff of the first part of the train, must immediately protect the
vehicles as provided for obstacles in line.
when they can take agreements with the staff of the first part of the train and condition of the
mechanical couplings allow it, the two parts of the train must be reunified with caution, with
the respect of the prohibition of the returning back. If it is not possible the reunification hey
have to adopt the provisions for halving, by providing as much as possible the vehicle with
the appliances of imperfect coupling to continue the running with the first part.
If the train is reinforced in the end part, the reunification of the two parts is always allowed.
The movement will be carried out, as far as possible, pushing the material in the direction of
the slope.
The agent who first is aware of the halving or crushing of a train must immediately give notice
with a written order to the dispatcher
If the crushing of a train takes place at the time of departure from an operational point, not
being able to stopping in time the first part, the operator of the operational point must
immediately inform with a written order from the dispatcher for the purposes of the
authorisation for returning back or for sending the second part.
2.2.12 Reconnaissance in line
When there are news of a train expected, as well as using other means (on the road, etc. ),
we can make use of a locomotive or a truck for the sending in reconnaissance of the train.
On double track lines:
The mean in reconnaissance must be sent to the track not occupied by the train waited. In
this situation , the mean in reconnaissance can be submitted:
On the legal track, from the operational point that waits for the train, after the dispatcher
having interrupted the movements of the trains for technical needs, when possible;
On the illegal track, from the operational point which has sent the train, after the dispatcher
having interrupted the movements of the trains for technical needs,
In the alternative, on double track lines the mean in reconnaissance can be sent following the
train waited.
On single track Lines, the sending of the means in reconnaissance can only take
place following the train waited, after the dispatcher having warned the operators in
the operational points involved.
Sending in reconnaissance must be notified, by the dispatcher to all operators in the

operational points and the level crossings posts .The same must circulate in each case with
running on sight and repeating acoustic signals along the routing.
2.2.13 Illness of the driver

The sudden absence or the illness of the driver, which may not be replaced, should be
considered as a case of failure of locomotive for which we must rescue.
If it takes place in line, the train can be led to the next operational point by the second driver,
only when he declares himself capable of driving, assisted by other train staff.
In the case of sudden absence or illness of the second driver and when it is not possible to
replace it with another agent, you can provide up to the operational point in which is available
other personnel, by an agent of the train as long as the latter:
He is in possession of enabling that involves the knowledge of the present Regulation;on the
basis of the instructions given by the second driver he is able to use the whistle and to stop
the train.
Can assist the second driver in necessary operations of fatigue.
2.2.14 Rescue of the trains
In certain operational points are kept available several sussidiary locomotives, to be used for
the rescue to the trains. The areas of action of these locomotives are specified in the route
books.
The sussidiary locomotive may be used in aid of the locomotive of a passengers or goods
train that cannot maintain the scheduled speed. When the train is stopped in an operational
point or in line the driver must request, by written order to the dispatcher the necessary aid
with the sentence:
"train .tons. .... stopped for locomotive fault (or: misuse, investment, etc. ) near km .... . we
must rescue locomotive (wrecker, carriages for transhipment, doctors, etc. )" .
For the rescue of the trains can be used, in addition to sussidiary locomotives, even other
traction means optionally available or even with following trains according to specific rules.
The dispatcher that receives such notification shall give timely notice to the operator of
theTransport Divisionwhich will implement the procedures.
The driver of a train stood in line for rescue request must provide to the exhibition of the
appropriate stop signal that will guide the locomotive of rescue.
After the aid request, even in case of cessation of the need, the train stopped in line should
no longer move in either direction before the arrival of the rescue or of a specific order of the
dispatcher to which the request has been sent.
Only in case of imminent danger the movement of the train to the distance strictly necessary
is admitted in both directions, taking all the dued cautions and possibly exposing preceding
the convoy a hand-sign up to the limit of 1200 meters.
The sending of the rescue locomotive in line on the track occupied must be only with the
consent of the dispatcher who has received the request for assistance, after informing the
level crossing posts and operators of the operational points involved.
The driver of the rescue need to have by the dispatcher or by the operator of another
operational points, all the necessary instructions requirements and orders related to the
occupied section. The rescue vehicle proceeds running oh sight approaching the specific
point.
2.2.15 Privileged running

In order to ensure compliance with the timetable for a particular train can be arranged that it
travels with privileged running.
The dispatcher takes this statement by making appropriate order to the train and informing
all operational points of the route, with the sentence:
"apply to the train ..... privileged running from .....at ..... " .
The operator of each operational point gives the notice verbally to all the neighboring level
crossing posts until the next operational point according to the direction of travel of thetrain.
The service of a train that travels with privileged running must be particularly cared by all the
staff, in order to avoid delays. To regulate the modifications of crossings, and passing and
the priority of itineraries, the train must be considered of greater importance than all the other
trains.
Under the responsibility of the specific Divisions may be issued, if necessary, special
organizational provisions about trains traveling with High Personalities on board.
2.2.16 SOME REGISTERS, PROSPECTUSES AND ORDERS concerning the operational point and the CTC post
Register M. 42
REPORT ON THE MOVEMENT OF TRAINS
M. 42
Report on the movement of trainsof (day and month) 20 (year).. ..
REAL-TIME DELAY AMOUNT OF VEHICLES
NUMBER
Arrival Departure ADDED REMOVED
The train
Arrival Departure - -
Cars Cars
(1) ANNOTATIONS
Minutes Minutes
Coaches Loaded Empty Coaches Loaded Empty
(1) In this prospectus you record all the trains of the day.
On the register M. 42 must be listed in chronological order, at the beginning of the day, all the ordinary, periodicals and dailytrains; trains
extraordinary there will be reported following.
At the end of the service the operator must sign at the last train arrived or departed.
Register of the operators shift notes
M. 55
operators shift notes of (day and month) 20 (year).. ..
Trains extraordinary and additional - Trains deleted.
NOW PATH
NUMBER Type of Involved

From At
transportati TRAINS
The train Locomotive Confirmations
Arrival Departure on
In this prospectus must inscribe also trains declared daily, only when their execution is communicated.
On the first page of the register there is the following "WARNING":
"operators shift notes must be compiled in a clear, short and unambiguous form, so that the following
operator of the op can realize without uncertainty about the situation of the service to ensure that readily the
continuity (trains delay, crossover and passings modifications, stops suppressed, change of the tracks for
receiving the trains, tracks occupied, movement of trucks, abnormalities and failures to line or to the
mechanisms and signals, exceptional transportations or dangerous goods, etc. )operators shift notes with the
indication of the time, must be signed by the operators of the involved Operational Point even when don't
occur in cross-examination.
The operator of the op at the end of his service is responsible for the consequences of operators shift notes
unaccurate or incomplete. also the successor is responsible when it appears that it could have been, in the
accomplishment of his duties, notice of the irregularities of operators shift notes and provide to solve them.
M. 55
REGISTER BETWEEN OPERATORS INVOLVED IN THE OPERATIONAL POINT
Follows: operators shift notes of the day (day and month) . 20(year)
.
Trains delays - crossroads or passings modifications- Change tracks for receiving trainsoccupied
tracks - movement of trucks - accidents - line failures or to the mechanisms and signals - exceptional
transport or dangerous goods, etc.
TIME OF THE OPERATORS OF THE op
From The SURNAME Functions
In the case of a change in the permanent or of some duration orders you must make explicit annotation.
In the last few pages of the register are some summaries about the permanent or of some duration orders.
They are nine and their title are the following:
Ted - Trains extraordinary made daily.
II - Ordinary Trains deleted permanently.
III - Ordinary trains to suppress certain days of the week.
IV - Trains extraordinary to be carried out on certain days of the week.

V - Variation on the days of the EXECUTION OF regular trains.
VI - Trains incompatible.
VII - trains stopping not included in timetable.
VIII - Slowing down.
IX - Trains without astutely.
Form M. 50
Activate(1) The following To be (1), with M. 50/N. .

It shall be
cease .. .
ordered(1)
.
ACTIVATION NOTICEOR CESSATIONOFSLOWING
E. R. C. M. 50
.. unit/ Department
Division N. ..
Starting from "train. from(hour) (1)

..
With M. 50 N.
All trains on the basis of the data referred to in following table:
A) TRAINS traveling on THE equal track (2)
FIXED MOVEBLE Preceeded by Speed Lun- Duration
BETWEEN THE STATIONS stopping

With beginning Among the Km/h Length Days
(Or in the station) kilometers (5)

After kilometers Mt.
Of Mileage
Mileage (3)
(4)
A) in the direction of legal

movement

B) in the direction of illegal

movement

(B) TRAINS traveling on THE odd track(2)
FIXED MOVABLE Preceeded Speed Lun- Duration

by stopping
BETWEEN THE STATIONS With beginning Among the Km/h Length Days
kilometers (5)
(Or in the station) After Mt.
KilometersMileage Mileage
Of
(3) (4)
A) in the direction of legal

movement

B) in the direction of illegal

movement

Loss of time
LIGHT MEANS Minutes ORDINARY MATERIAL Minutes GOODS Minutes
SPEED Km/h SPEED Km/h SPEED Km/h
" " " " " "
" " " " " "
" " " " " "
Reason for the slowdown
ANNOTATIONS
The stations will mark as received THE HEAD OF DEPARTMENT .
.. ..
(1) Delete the indication that is no needed. (2) On the single track lines data relating to trains equal should be
exposed under A letter a), and those relating to odd trains in frame B (a). (3) Indicate the chilometer after
which begins the slowdown. (4) is used to denote two chilometers not consecutive among them not more
than three kilometers (four for the slowdowns long over 1000 meters. (5) indicate YES or NO.
It is used by the Head of Department/unit..to communicate the activation or the end of a only slowing to
the stations origin of ordinary trains or that frequently operate trains extraordinary and to the stations are
adjacent to the segment involved.
Form M. 50/A
NOTICE OFDISPLACEMENTOFSLOWING
E. R. C. M. 50/a
.. unit/Department
Division N. ..
Starting from (train) fromhours (1)

..
The slowdown prescribed to all trains activated with M. 50 N. .. . . is

moved(2)
With M. 50/N. will be moved and therefore must be prescribed to all

trains on the basis of the data referred to in following table:
A) TRAINS PASSING THROUGH THE EQUAL track(3)
BETWEEN THE STATIONS MOVEBLE Preceeded by Trains Length Duration
(Or in the station) stop

Among the kilometers Mt. Days
Of (5)
(4)
A) in the legal sense
B in the illegal sense
(B) TRAINS PASSING THROUGH THE ODD track (3)
BETWEEN THE STATIONS MOVEBLE Preceeded by Trains Length Duration
(Or in the station) stop

Among the kilometers Mt. Days
Of (5)
(4)
A) in the legal sense
B in the illegal sense
Loss of time
LIGHT MEANS Minutes ORDINARY Minutes GOODS Minutes

MATERIAL
SPEED Km/h SPEED Km/h SPEED Km/h
" " " "

" "
" " " "

" "
" " " "

" "
ANNOTATIONS
The stations will mark received THE HEAD OF DEPARTMENT .
li 20 .
.. ..
(1) Delete the indication that is no needed. (2) Indicate when neither is the case, the number of M. 50/A with
which he was ordered the previous movement. (3) On the single track lines data relating to the equal trains
should be exposed in the framework TO letter a), those relating to the odd trains in framework B (a). (4) is
used to denote two stones not distant consecutive among them not more than three kilometers (four for the
slowdowns long over 1000 meters. (5) indicate YES or NO.
It is used when you must communicate the displacement of a slowdown already established.
Module M. 40
MODULEFOR ordersTO TRAINS
It is ordered
The driver .. .
E. R. C. M. 40 (Large)
N. 00
station .. / .. / .. 20
The operator The Driver
It is used to communicate to the driver the orders for which it is not provided another particular form.
Form M. 3
ORDER OFSLOWING
E. R. C. M. 3
________
Line .. N. 00
Station of The .. 20 ..
It is ordered to the driver of the train ..you observe the following slow
If you routed on If you routed on FIXED
the track the track
N. With beginning MOVEBLE Speed length Loss of time Specific
On legal On illegal
After kilometer- Among the Km/h Meters Requirements
kilometers
(b) minutes (C)
(B)
BETWEEN THE BETWEEN THE
STATIONS STATIONS
(Or the station) (Or the station)
Specific Requirements
A - to meet with the entire train (for passenger trains)
B - also affects the station
C - slow n. and n. . ..are contiguous
D - from respect from .. ..the hours all days except

following .. (D)
AND - to respect the hours " the hours .. of all the

days except the following
(D)
F - preceded by stop
THE OPERATOR THE DRIVER
.. ..
(Back)
Notes:
The requirements should be indicated in progressive order with respect to the running of the train. If
the slowdown affects both the tracks and has the same characteristics, should be used only one row
by completing both the column corresponding to legal or illegal track.
If the slowdown is fixed, it will indicate the specific chilometer that immediately precedes the beginning
of the slowdown; if the slowdown is movable, the two landmarks indicated should not be spaced
between them more than three kilometers (four miles to the traffic delays long over 1000 meters).
It is used to communicate to the driver the informations about the slowing down.
2.3 Second Level - Technical Interface Procedure
2.3.1 Working timetable

The working timetable consists of:
TechnicalInterface procedures;
The route books of the lines;
The train Card.
The rules for the use of Train Card arelisted in the appropriate handbooks.
2.3.2 Notification of changes to the technical-functional features of the railway

infrastructure
The placing in service of new lines and installations, the changes to the technical-functional
features of the lines and the existing plants and the changes to route books must be notified
by appropriate documents to staff employed in tasks related to railway traffic safety.
Its necessary to notify to the train crew the only changes that cause modifications in the
route books, concerning:
Placing in service or elimination of the signals;
Movement of the signals with respect to the previous location on the ground;
Changes to the signs with others of a different type;
Placing in service, displacement or deletion of arched catenary supports;
Infrastructure changes concerning: turnouts, rails, platforms etc.
The entry into force of each measure above must be notified by appropriate orders for all
trains that run along the section of line involved for at least thirty days.
2.3.3 Information about the route for train operation (Description of the line and
the relevant line-side equipment associated with the lines worked over )
Drivers must be provided with a description of the lines and the associated line-side
equipment for the lines over which they will operate and relevant to the driving task. Such
information must be set out in a single document called the Route Book (which can either be
a traditional document or computer based).
The following is a list of information which must, as a minimum, be provided:
the general operating characteristics,
indication of rising and falling gradients,
detailed line diagram.
The format of the Route Book must be prepared in the same manner for all the lines
operated.
The Operation Department is responsible for the complete and correct compilation of the
Route book .
The following information must be included:
(a) the general operating characteristics:
type of signalling and corresponding running regime (double track, reversible working,
left or right hand running, etc.),
type of power supply,
type of ground-train radio equipment.
(b) indication of rising and falling gradients with their gradient values and location;
(c) detailed line diagram:
names of stations on the line and key locations and their location;
tunnels, including location, name, length, specific information such as the existence of
walkways and points of safe egress as well as the location of safe places where
evacuation of passengers can take place
essential locations such as neutral sections
permissible speed limits for each track, including, if necessary, differential speeds
relating to certain types of train,
means of communication with the traffic management/control centre in normal and

degraded mode
The following list contains the detailed informations to be inserted into the route books:
Geographic map;
Routes;
Principal locations (stations, yards, junctions, freight terminals);
Line diagram.
Information to be included on diagrams, supplemented as necessary by text. Where a

separate station/yard/depot diagram is provided then information on line diagram may be
simplified
Indication of distance;
Identification of running lines, loops, sidings and catch/trap points;
Connections between running lines;
Principal locations (stations, yards, junctions, freight terminals);
Location and meanings of all fixed signals;
Station/Yard/Depot diagrams (applies only to locations available to interoperable

traffic).
Information to be identified on location specific diagrams, supplemented as necessary by text
Name of location;
Type of location (passenger terminal, freight terminal, yard, depot);
Location and meanings of all fixed signals;
Identification and plan of tracks, including catch/trap points;
Identification of platforms;
Length of platforms;
Height of platforms;
Identification of sidings;
Length of sidings;
Availability of shore electric supply;
Distance between the edge of the platform and the centre of the track, parallel to
the running surface;
(For passenger stations) Availability of access for disabled persons;
Line segment identification code: national code;
Line segment extremity 1;
Line segment extremity 2;
Times of opening for traffic (times, days, special arrangements for holidays);
Lineside indications of distance (frequency, appearance and positioning);
Type of traffic (mixed, passenger, freight, );
Maximum permissible speed(s);
Any other information which is necessary for safety reasons;
Specific local operational requirements (including any special staff qualifications);
Special restrictions for dangerous goods;
Special loading restrictions;
Model of temporary works notice (and way to obtain it);
Indication that Line segment is congested (Article 22 of Directive 2001/14/EC);
Specific Technical Characteristics;
Track gauge;
Structure gauge;
Maximum axle load;
Maximum load per linear meter;
Transversal track forces;
Longitudinal track forces;
Minimum radius of curvature;
Gradient percentage;
Gradient location;
For brake system that does not use wheel-rail adhesion, accepted braking effort;
Bridges;
Viaducts;
Tunnels;
Energy subsystem;
Type of power supply system (e.g. none, overhead, 3rd rail);
Power supply system frequency (e.g. AC, DC);
Minimum voltage;
Maximum voltage;
Restriction related to power consumption of specific electric traction unit(s);
Restriction related to the position of Multiple Traction unit(s)s to comply with
contact line separation (position of pantograph);
How to obtain electrical isolation;
Contact wire height ;
Permissible contact wire gradient in relation to the track and the variation of the
gradient;
Type of pantographs approved;
Minimum static force;
Maximum static force;
Location of neutral sections;
Information on operation;
Lowering of pantographs;
Conditions applying with regard to regenerative braking;
Maximum allowable train current;
Control-Command and Signalling subsystem;
train protection, control and warning system(s);
Linesidesignaling;
Speed restrictions related to braking performance;
EMC Susceptibility of infrastructure-side Control-command and signaling;
Permissibility to use Eddy-current brake;
Permissibility to use magnetic brake;
Requirements for technical solutions concerning implemented derogations;
Language used for safety-critical communications with infrastructure manager

staff;
Special climatic conditions and associated arrangements.
2.3.4 Classification of trains

The trains are classified as ordinary and extraordinary.
A) are ordinary trains designated as such in the timetable.
The ordinary trains of which is not provided for the movement all the days for the entire
duration of the time are called periodicals.
(B) are extraordinary those trains whose execution takes place only when it needed, their
time may be included in the timetable.
Trains are uniquely identified by the number indicated in timetable. This numbering can be
even or odd depending on direction of travel of the line. In particular, the numbering of the
trains must meet the following criteria:
The odd numbers are assigned to trains traveling north/south direction and west/east;
The numbers equal to those traveling in the opposite direction.
2.3.5 Load limit gauge

All vehicles regularly registered with a Railway Administration are allowed to circulate on all
the lines of the ERC network. Any limitationsto be able to circulate of the vehicles must be
reported in timetable and notified to the driver.
All the rolling stock must be sized with the criteria listed in theFiche UIC 505-1.A not coated
load on wagon, in order to be considered regular for the purposes of dimensions, must meet
the load limit gauge provided for in Annex II.
2.3.6 Load limit of the wagons

Theload limit of a wagon is the maximum mass of goods that you can be charged through
distribution uniformly on the entire load ground; it is determined, for each wagon, in relation to
its design features, to the maximum tons per axle and per linear meter allowed by the lines
where the consignment has to travel and to the speed concerning to the way to forward of the
transport.
The tons per axles of a vehicle is obtained by dividing its total mass (tare + load) for the
number of its axles. The load on the wagons has to be divided in equal parts on all the axles.
axles. The mass per linear meter of a vehicle obtained by dividing the total mass (tare + load)
for its length in meters, measured between the outer faces of the buffers not compressed.
The load limit in written on a wagon is the smaller of the two values referred to the mass limit
per axles and per linear meter. The load limit, at the time of the load, admits no tolerance.
Except different classification of the lines in relation to the maximum mass per axles and per
linear meter, the load limit ofeach carriage can never exceed the following maximum values:
16 tons/axles;
5.0 tons/meter.
In the case of open wagons without tire of goods that are likely to increase in mass for
weather-related causes (goods absorbent), the mass of the load at the time of his execution,
must not exceed the limit of allowable load decreased by 5 %.
If despite this precaution, during the transport the mass of the load increases to exceptional
cause, over the limit of load, the part exceeding this limit must be discharged.
In relation to:
The constructive characteristics of the wagon;
The conditions of carriage load;
The highest values of axle load and perimeter allowedthe infrastructure;
On eachwall or side wall or side-sillmust be giventhe load limits for each speed and for each
different classification of the lines (if provided), by specific marks.
2.3.7 Transport with special characteristics

Exceptional Transport
They are exceptional transport those that do not satisfy the normal conditions for the load
and the movement of vehicles. These transport are specifically indicated in special
instructions issued by the competent office.
The exceptional transport must be pre-authorized by the competent division of ERCthat will
specify in the authorisation any instructions for forwarding trains.
TheInfrastructure Divisionhas tooversee that all infrastructural modifications do not make

lines gauge more restrictive.
Transport of dangerous goods
The transport of dangerous goods must be carried out in compliance with the requirements of
the Regulations concerning the international carriage of dangerous goods by rail (RID) and of
applicable laws and regulations. The agent assigned to trains composition must notify to the
driver of the train transporting explosives, using the order:
"Wagon n. Containing explosives of Class 1 of the RID for ".
The staff of trains composition trains must communicate to the dispatcher if the transportation
are provided for one or more of the following types of goods:
A) explosives (class 1 of the RID);
(B) refrigerated liquefied gases (class 2 of the RID);
(C) radioactive material, fissile (class 7 of the RID).
2.3.8 Maximum permitted speed of the line

The maximum speed permittedby each segment of the line is set to limits at two different
values of maximum speed related to the two different types of service carried out:freight
trainsand trains formed by locomotives isolated orpassenger trains, except in the case of
illegal binary for which the value of the maximum permitted speed is set within 90 km/h. The
two differentvalues for speed are categorized with the letters "A" (freight service) and "B"
(passenger service).
2.4 Second Level - Level Crossing Procedures
2.4.1 General Information

The level crossingsused by ERC consist of complete barriers.
In this section with the name "barrier" is generally defined as aclosing of a level crossing that
would prevent totally the transit of vehicles from the roadway to the railway infrastructure.
The closure of the barriers occurs automatically according to the current running of the trains
by passing on a specific pedal, while the opening is done by the agent of the level crossing
post who opens the barriers only when the train has overcome the level crossing complete
and with a regular rear. In the case of inconvenience, incident or failure each level crossing is
further equipped with devices for the handling directly driven by the agent.
In relation to their location, can be distinguished:
"level crossing of station" if are located downstream of the entry signals, at a distance
of not less than 50 meters, from the signals themselves.
" level crossing of line" if do not fall under the above classification.
The level crossings are all normally open when there are no trains and closed for their transit.
A level crossing is connectedwith a signal when between the signal and the closing devices
there is an interlocking, i.e. a mechanical or electricalconstraint to satisfy the following
conditions:
A) to open the signal it is necessary that the barriers are in the closed position;
(B) to remove the barriers from this position it is necessary that the signal is rearranged at
a danger.
This link is named "lockable" if it meets the following additional condition:
(C) to reopen the barriers is necessary that the train for which they were opened (or it was
allowed to open by the transmission of a electric consent) has put in function a special device
called "liberation".
The termination of lock caused by train by the aforesaid device is called "liberation".
in accordance with the Signal Regulation, in particular when the level crossing is protected by
a specific signal, the level crossing must be at least 50 m after the connected signal.
The closure of the level crossing is carried out on the current running of trainswith
arrangements to ensure the timely completion of the closure of the barriers themselves with
respect to the current transit train.
2.4.2 Level crossings posts

All the level crossings are equipped with a post in which there is an operator attending. The
posts are equipped with telephone that allows them to communicate with the nearing stations
and with the dispatcher and they are marked with an indication of the kilometric progression.
For the exchange of communications the operator can use the register M. 100b.
The operator, before beginning his own service, must take a look at the standing orders,
arranged by the previous operator on the register M. 36LEVEL CROSSING.
Simultaneously must take delivery of the signals, tools and objects, as well as registers and
the rulesprovided in the post.
The operator which has completed its staff roster canleave the seatonly after he has
completed the standing orders for the incoming operator.
The presence at the post of the operator must be continued during his work shift.
In the case that, for compelling reasons, he needs to move away from the post during trains
transit, the operator must previously close the barriers.
In the case that for sudden reasons it is not possible to continue the service, the operator can
leave the post only after having received explicit authorization by the dispatcher.
In this case, he should contact the dispatcher with the order:
"Because of sudden reasons level crossing km not guardedafter your authorization and
until further notice".
The dispatcher, where he cannot replace the operator with another agent, after warning with
order the neighboring stations and realizing that any not alerted train is in circulation on the
section, will respond with the order:
"it is admitted that level crossing km remainsnot guardeduntil further notice".
Only after receiving the authorization the operator can leave the post.
To restart the service in the post, to be carried out as soon as possible, the operator should
transmit to the dispatcher the order:
"By thehour .I take place at level crossing km. ".
The operator, after having verified the closure of barriers, must attend the transit of trains
staying in the predetermined point, must:
Ensure that in his clear view there are no obstacles against the passage of trains;
Watch for signs attached to trains or that they were made by the crewof the trains
themselves and act accordingly;
Repeat possibly the agent to conductany signals to stop made by the crew, following,
in cases of crushing,with prescribed rules;
Pay attention to anything that might compromise the safety of the movement, and to
provide for the necessary reports and communications.
The operator oflevel crossing of station or located near the stations that have tracks engaged
by shunting movements must close the barriers at the request of the operator of the station
itself. The marshalling crew, before the beginning of the shunting movements, must make
sure that the barriers are closed.
When there is a failure that avoid the automatic workingof the barriers for one or both sides,
the closure on the side of the broken barriers will be carried out, where possible, by the
available devices (electric locking if working, manual closure or bythe use ofstands).
In the interval between trains the stands should be placed along the edge of the street.
When there are no available to the stands, the operators have to show to road users stop
signals (a red flag, during the day, and a light red, in the night).
The operator to stop in case of emergency a train must follow the rules ofSignalling
Regulation, as well ascause immediately the arrangement of the signals protecting thelevel
crossing at a danger.
The operator when there is an obstruction on thelevel crossing or he realizes a danger

situation for the trains, must immediately provide on his own initiative for the stop of the
trains themselves, unless, in relation to the circumstances, can more quickly assign this duty
by telephone to another post or operational point located on the side of the train waited.
The operator whichdetects a situation of danger for a train in transit on the level crossing will
immediately intervene in order to try to stop the train itself.
The operator shall immediately inform thedispatcher or the neighboring stations about any
impediment to the movement, in this case, the news must be provided by written orders.
The operator must, as far as possible, avoidthat not authorized persons or animals s could
come in the railways through the level crossings.
The operator must care directly the cleanliness of the level crossing itself including the
spaces between rails and switches.
The operator must reportto the person responsible for the maintenance of the
infrastructureeach fault that arises in the post or in its equipment, in order to request the
intervention of thespecific staff.
2.4.3 Level crossing equipment

Every level crossing post is equipped with registers and rules listed below:
Registerof the post;
M. 36 LEVEL CROSSING;
Failures register M. 125/a.
timetable;
orders necessary for the attendance;
Telephone protocols(M. 100band M. 100 LEVEL CROSSING3).
On the registerof post must beindicated:
The operating mode and the relationships among the oflevel crossing posts affected
by multiple lines or lines with turnouts and the neighboring stations;
Any links with the signals and interlocking and the relating constraints;
The actions to be taken in case of failure of the barriers, loss of communication, etc. ;
The objects and tools included in the equipment.
On standing orders register M. 36LEVEL CROSSING the operators must record standing
orders to every shift by specifying:
The time of shift;
The number of the last communication registered in the protocols supplied;
The regular workingof the equipment delivered;
The conditions of efficiency of the devices, annotations and irregularitiesthat may

occur in the operation of devices and the measures taken accordingly.
The level crossing postof must be equipped with the following objects and tools:
The red flag;
Two red flags, with relative rod long toe cap.
Two lanterns, one red and one white;
A scraper to clean the spaces between the rails and the switches .
Any stands.
2.4.4 Level crossing operation

Thelevel crossing may be protected:
From own signal;
From the start signalof the neighbor station;
From the entry signal of the operational point.
The characteristicsof the level crossing system must indicated in the registers of the posts.
The command to request the consent of closure is activated in the following manner:
A) double track lines:
For the movement in any legal sense, the command for the closureof the barriers is activated
with the formation of the departure routing, when the protection of the level crossing is
performed with the starting signal of a station ordirectly by the train in other cases;
For the movement in the illegal sense, the command for the closureof the barriers can
beactivated by specific buttons located in neighboring stations. where the command to
request the consent of closure of the barriers is not activated nor with the formation of the
routing either directly by train, the dispatcher will have to takethe necessary precautions to
ensure the running of trains insafety atlevel crossing concerned;
(B) single track lines:
For the movement,in both directions of travel, the command to request the consent for the
closure of the barriers is activated with the formation of the departure routing, if the protection
of the level crossing is done by the starting signal or directly from the train in the other cases.
For the level crossing protected by the starting signal it is admittedto group the level
crossings up to a maximum of four, included within a distance of 2000 meters.
The level crossings may equipped with optical and acoustic control devices of theopening
ofthe barriers located in station orCTC centralized post.
In the case that there is an abnormality on the opening signaling of the barriersand there are
no trains running and you have the opportunity to assume that the abnormalityisdue to a
breakdown, youcan possibly make the artificial liberation through the appropriate
technological devices eventually providedonly after having acquired the certainty that there
are no trains running on the track concerned up to the adjacent operational point.
The level crossing protected by the starting signal can beequipped with an appropriatedevice
separate for sense and for track that allows to exclude, for a single train, the level crossing
consent from the conditions necessary for the opening of the signal.
This device canbe operated only after you haveacquired, by a written order, the guarantee of
the protection of the crossing for a single train.
The dispatcher,before to authorize the overcoming of a signal at a danger that protectslevel

crossing, must acquire confirmation regarding the current and real closure of the level
crossing barriers by a written order or with electric consent if it exists.
In the post of each level crossing can beprovidedthe following devices and the following
warnings, which are unique in both directions, which allow the manual electric closure of
thelevel crossing barriers and provide the conditions for the openingof signals that protect it:
optical and acoustic Signalling of announcement, indicating the moment when must
be carried out the manual electric closure of the level crossing barriers;
optical and acoustic Signalling of liberation indicating the moment when the level
crossing barriers may be reopened;
Device for manual electric closure of the level crossing andrelativeoptical signalling
confirmation ofclosure.
In station orCTC centralized post may be replicated the alarm signaling of the level crossing.
In the case of the use of these devicesthe operator of thelevel crossing, when there is the
announcement signaling,for the closure of the barriers will be able to use the appropriate
device for the electric closure or by hand in the event of a failure orreplace finally the
barriers,if inefficient,with stands.The devicefor the confirmation of the closure of the level
crossing barriers or, in case of absence or failure of the device itself, the confirmation the
closure with order has to be operatedor communicatedonly after havingdone the protectionof
the crossing.
The barriers must be re-opened, or the protective devices must be removed, only after that
was manifested the liberation signal. Ifsuch signalwas not available, the removal of the
protection may be carried out only under the written consent of the dispatcher, whichwill grant
only after having acquired the certainty that there are no trains running on the section of line
concerned.
For the level crossing protected by starting signals, if the consent for the closure has not
come , the train will be able to start from the operational point only after you have acquired by
the operator of the level crossing concerned, the confirmation about the effective protection
of the crossing;in this case,the lattershould nottake more account of signals of announcement
and liberation.
The use of the these devices as well as the operating rules of these level crossings, must be
reported in the registers of the posts.
For the level crossing not equipped with the devices or with these devices not working,the
dispatchermust advance the first request of the closure only after having ascertained that the
last train forwarded,without having requested and obtained the confirmation of closure,has
arrived in the next station.
The reopening of the level crossing does not have to be carried out by of the level crossing
before they arepassed all the trains for which has been sent the order of confirmation of the
closure.
The operator for the purposes of the handling of the barriers, must follow the instructions
written in the register of the post, where the operations to be performed for the electric or
manual handling of the barriers are detailed.
2.4.5 Relations with the staff of maintenance

Work on level crossing can only be run during track breaking.
2.5 Second Level - Shunting Procedure
2.5.1 Shunting
Depending on the mode of execution, the shunting movements may be:
Towed, when the cab drive is at the head of the shunting, in the direction of the
movement itself.
Pushed,when the driver's cab is not at the head of the column, in the sense of the
movement itself.
A shunting is realized through the following safety features:
Direction: it means to order the movements to do relating to the program to perform.

The agent who leads the shunting has authority over all the actors of the shunting;
Authorization: consists of the approval to begin the movement, by the agent who
arranges the path;
Control: it means to impart the orders to the agent who performs the shunting
movements;
Execution: it means to execute the shunting movements on the basis of the orders of
the agent who is in charge of the command. The agent that performs the shunting is
the driver.
Agents who command and perform the shunting movements must know the particular
features of the operational point related to shunting.
The shunting movements when pushed must be accompanied on the ground by the agent
who commands the shunting. It is allowed that this agent stays on the set of wagons, at the
head of it, when such agent could stop directly the set of wagons in his clear view by
activating the brake system.
The path of a shunting movement is called shunting routing.
A shunting movement can be managed:
With ground signals specific for the shuntings;
With verbal orders;
With specific hand signals;
With direct communications by phones or other communication system.
The shunting movements must be communicated in advance to the agent who commands
the movement and to the agent who executes, as well as any changes in movements already
communicated.
The driver who performs the shunting movement must determine the speed of the set of
wagons taking into account:
Orders received;
The effectiveness of the braking system;
The clear view;
the manner to perform the movement;
Any particular environmental and local conditions.
The speed of the shunting movement must not exceed30 km/h.
In the shunting movements when towed, not regulated by ground signals, the driver must
also verify the position of the turnouts before passing on them.
When the shunting movements are performed by the hand signals, the agent who authorizes
them must expose the prescribed signals so that they are felt with continuity by the driver; the
driver has the obligation to pay continuous attention to these signals and stop readily the set
of wagons if the signals are no longer felt.
The shunting movements performed by phones or other communication system, are allowed
as long as it is guaranteed that:
The agent who authorizes the movement and the one who does it are uniquely
identifiable.
The persistence of the last order received by the driver be detectable with continuity;
The movement is stopped immediately in the event of loss of communication.
The agent who commands a shunting movement, before starting it, must:
verify that the set of wagons to be moved is in safety conditions compliant with the
movement to be performed;
Follow the orders of the agent who authorises the movement and respects the
appearance of ground signals for shunting related to the specific routing. In the
absence of the signal she has to verify the correct position of switches;
Communicate to the driver the movement to perform.
The shunting movements involving vehicles with passengers on board must be done with the
precautions necessary to ensure their safety.
The shunting movements must take place within the protected points by the entry signals of
the stations that must be identified by specific signals.
If a switching movement should go over the protected point by the entry signal, it should be
previously stopped the movement of trains on the adjacent section of line.
The shunting movements must pass on the level crossings when the devices that avoid the
transit on the road side are active or the precautionary measures to ensure the absence of
transits on the road side have been put in place.
The shunting movementson tracks not independent from other tracks are allowed under the
following conditions:
The driver's cab from where you run the movement must be equipped with the
vigilance button active or, alternatively, in the same driving cab, must be present
another agent capable of stopping and immobilize the set of wagons in the event of
illness and lack of supervision of the driver;
The set of wagons must have a braking system that ensures its stop in the desired
point and its immobilization even in the presence of possible breakage of the coupling
devices.
A shunting movement can be performed at the same time with the movement of a train when:
The shunting routing and the train routing are independent for the arrangement of the
system;
The interlocking, with respect to the movement of the train, ensures the complete
independence between the shunting routing and the train routing.
2.5.2 Vehicles parking

A vehicle or a group of vehicles is parked when it is immobilized, namely it is forbidden to do
any movement for an indefinite period of time through the immobilization system. How to use
this system must ensure the vehicles immobilization, also in relation to their load and any
other special situations, such as the slope of the track and adverse weather conditions.
The tracks on which the vehicles are parked must be made independent from the tracks for
movement of the trains, in order to avoid that these vehicles in parking can clutter, in case of
their possible undue movement, from the tracks for movement of the trains. In the absence of
this independence must be put in place alternative measures.
A vehicle or group of vehicles can be placed in temporary parking using the braking system,
in this case, the period of parking must be compatible with the immobilization time
guaranteed by braking system itself.
The traction unit in parking must also be left in such a way as to maintain the conditions of
safety with respect to any equipment left active and it is needed to not admit access to
driver's cab to unauthorized persons.
2.5.3 General rules

The massof the set of wagons to shunting, when engage the tracks for slope, must not
exceed the maximum tonnage rating of the locomotive used.
2.5.4 Programming of the shuntings

In the operational points where it is planned the execution of the shuntings, all the agents
used in this activity must know the technological and management features of the
infrastructure, listed in the specific register. The activity of shunting must be scheduled on the
appropriate prospectus compiled even taking into account the movement of trains and the
overall productive capacity of the operational point.
CHAPTER 3. SAFETY AND SECURITY RULES
3.1 Introduction
This document is an abstract from the Report SAFETY AND SECURITY STANDARDS AND
PROCEDURES produced within the frame of the activities of Tasks 2 and 3 of Consultancy
Services for Ethiopian Railway Corporation.
Main contents are detailed description of the characteristics of the Safety Management
System, its elements, procedures and relations and in particular:
safety targets and safety planning,
risk management,
skills and training of human resources (staff competencies),
accident/incident reporting,
safety documents.
3.2 The Safety Management System
3.2.1 New strategies for railway safety

Current interventions on technical and organizational aspects to develop Ethiopian railway
network allowing satisfactory performance make necessary to define suitable strategies for
rail safety, in order to managed safety in a controlled way.
The basis is the belief that safety represents an integral part of the quality process and that,
far from being a cost to a transport company it is instead a resource. For proof just look at the
cost of non-safety in terms of goods, time, resources unusable, damaged or lost, the image
loss as a result of accidents or incidents.
In this context we propose to adopt in the field of safety innovative solutions, inspired to those
provided by the current regulatory scenario of the European Union and already used
worldwide by the most advanced railway companies. These solutions are based on the
possibility of changing attitudes:
no longer by prescribing the goal but proposing it (we do not say how to do it, but we
define the purpose, leaving to the Management the responsibility of how to achieve),
by not acting in reaction to a situation, but being proactive that is capable of

preventing adverse events through continuous actions that are distributed to all levels
of business activity instead of entering the field of safety only after incidents or
accidents.
To actually complete the transformation of attitudes and coordinate ongoing actions that will
be required, we need the use of appropriate management tools by the implementation of a
Safety Management System.
3.2.2 Characteristics of a SMS and its elements

According to European Directives, a Safety Management System (SMS) can be defined as
the organization and arrangements established by an infrastructure manager or a railway
undertaking to ensure the safe management of its operations.
The overall purpose of the SMS is to ensure that the organization achieves its business
objectives in a safe manner. These objectives need to be fulfilled in a complex railway
environment, giving evidence that the organization complies with all of the safety obligations
that apply to it.
These safety obligations, according to proposals made in Task Volume 2 (draft of

regulation establishing an Ethiopian Railway Network Authority) can state that:
- a railway company shall establish its SMS to ensure that the railway system can
achieve safety targets, in conformity with the national safety rules and with safety
requirements;
- the SMS shall meet the requirements (see below) and contain basic elements (see
below), adapted to the character, extent and other conditions of the activity pursued. It
shall ensure the control of all risks associated with the activity of the railway company,
including the supply of maintenance and material and the use of contractors. Without
prejudice to existing national liability rules, the safety management system shall also
take into account, where appropriate and reasonable, the risks arising as a result of
activities by other parties;
- the SMS of any railway company having function of infrastructure management shall
take into account the effects of operations by possible different railway companies
having function of train operation on the network and make provisions to allow all
railway companies to operate in accordance with national safety rules. It shall
furthermore be developed with the aim of coordinating the emergency procedures of
all railway companies that operate on the railway system.
Requirements on the SMS
The safety management system must be documented in all relevant parts and shall in
particular describe the distribution of responsibilities within the organisation of the railway
company. It shall show how control by the management on different levels is secured, how
staff and their representatives on all levels are involved and how continuous improvement of
the SMS is ensured.
Basic elements of the SMS
The basic elements of the safety management system and, as a consequence, the key
considerations for establishing the areas of implementation of SMS, are:
a) a safety policy approved by the organisation's chief executive and communicated to all
staff;
b) qualitative and quantitative targets of the organisation for the maintenance and
enhancement of safety, and plans and procedures for reaching these targets;
c) procedures to meet existing, new and altered technical and operational standards or other
prescriptive conditions as laid down in national safety rules or in other relevant rules, and
procedures to assure compliance with the standards and other prescriptive conditions
throughout the life-cycle of equipment and operations;
d) procedures and methods for carrying out risk evaluation and implementing risk control
measures whenever a change of the operating conditions or new material imposes new risks
on the infrastructure or on operations;
e) provision of programmes for training of staff and systems to ensure that the staff's
competence is maintained and tasks carried out accordingly;
f) arrangements for the provision of sufficient information within the organisation and, where
appropriate, between organisations operating on the same infrastructure;
g) procedures and formats for how safety information is to be documented and designation of
procedure for configuration control of vital safety information;
h) procedures to ensure that accidents, incidents, near misses and other dangerous
occurrences are reported, investigated and analysed and that necessary preventive
measures are taken;
i) provision of plans for action and alerts and information in case of emergency, agreed upon
with the appropriate public authorities;
j) provisions for recurrent internal auditing of the safety management system.
In the following paragraphs a prior general description of each element shall be made and
therefore practical proposals (procedures) suitable to be implemented in the Ethiopian
railway network, according to the general criteria and the particular characteristics indicated
above.
Practical proposals submitted from following paragraphs will be directly applicable in the first
stage of the operation of ERC. In case of establishment of Ethiopian Railway Network
Authority, transfer of functions will be made according to criteria indicated in Task 4 (Volumes
I and II).
The order and the titles of elements of next paragraphs will follow, as far as possible, the
above description of SMS and then:
Safety Policy
Safety targets and safety planning
Responsibilities powers duties
Risk management
Skills and training of human resources
Information within the organization
Management and distribution of rules
Accident/incident reporting
Actions and alert information
Internal Auditing
All these elements are strongly interconnected each other; in particular, from feedbacks
coming from Accident/incident reporting and Internal Auditing can derive Actions and alert
information having influence on all other elements.
3.3 Safety policy
3.3.1 Element Characteristics

The Safety Policy can be defined as the intentions, criteria and guidelines to follow to obtain
the improvement of railway safety, expressed at the highest levels of the company, which are
associated with the objectives of company, priority actions and the availability of resources
for a consistent definition of safety management system.
The safety policy expresses and reflects an organisations commitment, obligation (mission)
and strategic view (vision) on railway safety; it includes, among others, a declaration of intent
and also provides indications on the overall direction and the general objectives of the safety
management system.
The safety policy should also outline the principles and core values according to which the
organisation and staff operate, thus giving evidence of the organisations management
commitment to the development and improvement of working ethics and providing staff with
clear guidance for action to consolidate safety culture and safety awareness within the
organisation.
The safety policy statement should be communicated and made available to all staff using
the appropriate medium (formal communication, newsletter, intranet, etc.). It should include,
among others, a declaration of intent and also provides indications on the overall direction for
the organisation to follow, the general objectives of the safety management system as well as
the necessary resources and activities required to deliver these objectives.
The safety policy should also reflect the following characteristics, thus giving evidence of the
organisations management commitment and providing staff with clear guidance for action to
consolidate safety culture and safety awareness within the organisation:
- is developed by management and staff and signed by the highest level of the
organisation,
- is appropriate to the nature and scale of the organisations risks and contribute to all
aspects of business performance as part of a demonstrable commitment to
continuous improvement,
- outlines the principles and core values according to which the organisation and staff
operate,
- pursues the development and improvement of working ethics,
- enjoys the commitment and involvement of all staff,
- is aligned with other operational policies,
- states the responsibilities and accountabilities for directors, managers and

employees.
In addition, the safety policy should aim at being reflected in the actions and decisions of all
staff, and is expected to be reviewed periodically.
The safety policy should be consistent with respect to the legislative framework and
standards and trends adopted by the company. By cons, it exerts an influence on the
technical specifications and regulations in making the change. To define the safety policy, it
should consider all areas of management and it is essential to have the active involvement of
employees through consultations on strategic and operational aspects.
3.3.2 Procedures Safety policy

According to the above statements, procedures about safety policy consist in making explicit:
the commitment of top management in the approach to safety;
the set of the principles of the company in the field of railway safety and boost the
definition of goals and objectives, policies, procedures and programs;
the validation at the highest levels of management;
the communication to all involved institutional bodies, employees and groups of

interest (e.g. customers, the public);
the periodical review and revision.
From a practical point of view, ERC Safety Policy:
is contained and described in the Safety Manual (see structure in paragraph 3.13);
describes criteria followed by the organization of the Company for the safety;
provides guidelines for setting realistic and measurable safety targets;
is appropriate to the type and the extent of services offered or planned (operation,
infrastructure/rolling stock investments, human resources/training, );
must be available to all staff;
is approved by the organisations chief executive.
3.4 Safety targets and safety planning

The design of SMS and the development of safety policy are based on continuous
improvement. This principle should be applied, as far as reasonably possible, to all significant
systems / processes of an organization and thus to its SMS and its safety-related activities.
Continuous improvement (both of SMS itself and of railway safety as the ultimate goal) must
be able to integrate the two processes to achieve the goal of a stable level of safety, as far as
possible. To be effective and useful for decision making, a process of continuous
improvement should apply to all the important phases of an organization's SMS (preparation
of preventive/corrective actions and their implementation on an adequate scale;
evaluation/monitoring/control of effectiveness; application, analysis and review of plans).
Combined with adequate statistical tools for the analysis of data, these measures must
ensure that processes are regularly reviewed and completed during a management cycle.
The performance analysis on railway safety is generally carried out in assessing whether the
safety objectives of the organization are met. These must be established and detailed in
order to be managed in all key aspects of the organization.
Each railway company, within the framework of its own Safety Management System, must
include the demonstration of its capability to maintain or improve its level of safety, by
- measuring its safety performances (monitoring, internal auditing);
- identifying the most suitable and feasible measures using the resources available
(safety planning);
- putting in place the planned measures (acting);
- evaluating the effectiveness of measures (monitoring, internal auditing, safety

reporting).
Processes and procedures for setting relevant safety targets must be part of the legal
framework and be consistent with the type and scope of activities of the organization and with
the significant risks that these activities generate or involve.
3.4.2 Procedures Safety targets and safety planning

To set concrete and realistic safety targets is required to:
Identify areas of interest inherent to the safety. This activity requires the prior
availability of data on accidents and incidents. With regard to the people involved, we
must distinguish between passengers, railway staff, third (distinguishing between
personal of contracting companies and public in general). From the point of view of
the type of accidents must be considered as collective accidents (where several
entities are involved, or more trains, or several people) that the mere accidents
(confined to the sphere of behavior of one person). Obviously the activity should not
be limited to analyzing accidents and incidents (both those that actually occurred than
those which are designated near misses accidents / incidents), but also the methods
of operation of the railway organization in order to identify the hazards (potentially
hazardous situations) and evaluate their significance.
Assess the level of safety. Once identified areas of interest, the current level must be
appraised when making historical comparisons. Such activity will use:
- in a first step, the relevant available data to deduce trends of performance in

terms of safety and to assess the suitability of these with the targets to be set,
- In the following stages, as the collection of safety data will be implemented by

more sophisticated systems, the Safety Data Bank of the monitoring system
assessing past safety performances (see paragraph 3.10) for the characteristics
of the system for evaluation of safety performance and characteristics of safety
indicators that can be adopted). By the monitoring systems it will possible to
interpret relevant data and making the necessary changes to implement safety
targets.
This should allow the systematic assessment of the overall performance in terms of
safety compared to the targets set in this area by ERC but also for those set at the state
level.
Check the level of risk of each component of the explored area. This is one of the
most difficult aspects of the process. This is a comparison of the available data,
recommendations of surveys, the main points of weakness highlighted following the
process of participation of personnel involved. Such a comparison should be initiated
based on criteria as much as possible external and neutral in order to identify
areas, options and priorities to be assigned to set goals. In this phase appears the
notion of acceptability of the level of risk; this latter must to be reasonably as low as
possible (see paragraph 3.6).
Select the options based on the need for improvement. Based on the comparison of
the elements of the previous phase, it is in this phase of the process to determine the
needed interventions to improve. Choices have to be based on a cost / benefit
analysis. However, in a first phase of setting goals, and in the case of lack of
reasonably comparable historical data, we can focus on the most critical components
in terms of the weakness of the safety. Nevertheless, we must consider the fact that
actions not specifically designed for safety (e.g. renewal and maintenance of
infrastructure and rolling stock) can have a positive impact on safety. We can then
suggest the choice of actions to be taken, assigning priority to those allowing to
achieve, in the short term, the benefits in terms of safety. It is only in a next phase,
where evaluation techniques Cost accident can be used to determine priority under
the relation between intervention costs and the value of quantifiable benefits in terms
of improved safety. Actions can also be required by law and other actions can be
needed to commit to compensate for loss intangible elements (reputation, image)
following negative events for safety. These cases should gradually decrease when
taking a proactive approach to safety.
Planning and implementation. Actions consist in developing methods of achieving

targets, taking into account the decision-making process adopted, quantitative
analyses, priorities determined, the financial resources available.
Summarizing, the railway company processes and procedures allow to:
- derive relevant safety targets in line with the legal framework.
- derive relevant safety targets consistent with type, extent and relevant risks of the
railway company
- regularly assess its overall safety performance in relation to its own safety targets and to
those established at the state level.
- monitor and review operational arrangements by:
- collecting relevant safety data to derive trends in safety performance and assess
compliance with targets;
- assessing past performances (does not apply for the first period of operation) in
relation to their safety targets;
- interpreting relevant data and implementing necessary changes.
- develop plans and procedures for reaching its targets.
The process described above must be taken into account in the Safety manual (see structure
in paragraph 3.13). The specific objectives will be explained - for its quantity and quality - in
the Safety Plan. This is a written document with deadlines reasonably established, usually on
an annual basis. Such a Plan could be structured on the objectives related to different
sectors, such as, for example, the passenger business, staff activity, significant
organizational changes, feed-backs from the Safety Management System, or other items that
can appear gradually or occasionally (technological innovations) etc. A proposal for the
structure of the document is described in paragraph 3.13.
3.5 Responsibilities powers duties (compliance with the
standards)

Each railway company must identify and understand the applicable laws and all other
relevant standards and prescriptive conditions and must implement a system of controls to
achieve compliance.
The regulatory framework may include different documents such as technical standards,
national safety rules, and other relevant rules, applicable at national level.
Therefore, it is crucial that all safety related procedures and processes of the SMS are:
designed to comply with the regulatory framework and updated to take into account
any variation or addition;
consistent with type and extent of services operated by the company;
consistent with relevant organisation changes.
To ensure this, an SMS should have a process/procedure in place to promptly identify, gather
and list, relevant requirements contained in technical standards, national and internal
rules/procedures. for:
each individual category of staff,
each type of rolling stock,
safety equipment (personal protection equipment and collective protection

equipment),
other equipment (on board, on the ground, devices used for rolling stock and track
maintenance).
Variations/additions in this regulatory framework should be promptly detected and

recognised.
For maintenance processes, the company must comply with all legal requirements and
relevant specifications, standards and requirements throughout the entire life cycle of
equipment and operations.
In this aim, all safety related procedures and processes of the safety management system
must be:
designed to comply with the regulatory framework and updated to take into account
any variation or addition;
consistent with type and extent of services operated by the company;
consistent with relevant organisation changes.
The safety management system should have a process/procedure in place to promptly

identify, gather and list, for each individual category of staff, requirements contained in
national rules, technical standards, national safety rules and internal rules/procedures.
For maintenance processes, the company must comply with all legal requirements and
relevant specifications, standards and requirements throughout the entire life cycle of
equipment and operations.
Each company (or business unit or company, according to the organization for the rail
system) should:
clearly identify and define the areas of responsibility related to railway safety,
allocate responsibilities, within an organisational procedural system, to associated

staff and/or specific functions.
Each area of responsibility should be described and documented in detail.
Delegation of responsibilities and safety tasks should be formal and approved either by the
senior/top management or by the staff member responsible for the specific function and
safety task.
3.5.2 Procedures Responsibilities powers duties

To make possible the implementation of the standards described in the previous paragraph,
procedures will describe:
Identification of all necessary safety related requirements, relevant for the type and
extent of operations carried out by the company, and ensuring that they are updated
and accordingly implemented (change control management).
monitoring implementation of all necessary safety related requirements.
Implementation of corrective actions, when needed, to ensure compliance of the

railway system with standards and other prescriptive conditions throughout the
lifecycle of equipment and operations.
that the right staff, procedures, specific documents, equipment and rolling stock are
used for the purpose intended
that maintenance is carried out according to the relevant requirements.
From the organizational point of view, implementation of procedures should confirm that:
The company has an appointed person, responsible for coordinating the safety
management system, employed by the organisation and with proven knowledge of its
railway system, with direct access to the management board and/or chief executive.
This coordination of the railway safety management system is at management level
(not at process level).
Those in the organisation with delegated responsibilities have the authority,

competence and appropriate means to perform and fulfil their duty; function,
responsibility and competence should be coherent and compatible with the given
role/task.
Safety related areas of responsibility and the distribution of responsibilities to specific

functions associated with them are clearly defined, both in terms of coordination of
SMS as the operation. In particular, the structures provided by the organization of the
Company for the implementation of SMS and its maintenance are structures
independent from the operation;
Safety tasks are clearly defined and delegated to staff competent for the function,
task and type of responsibility for each activity planned by the SMS, both responsible
for the coordination of SMS as for the operation. In particular, the roles and
responsibilities for training of human resources are clearly attributed;
Interfaces between the different responsibilities are clearly defined, in particular

interactions and modes of interaction between:
Those responsible for the management of SMS and responsible for the
operation
The various components of the operation (business units and

contractors)
Internal entities and external entities (contractors, suppliers, users, third)

whose activities may have safety implications,
are clearly defined.
Compliance with the above criteria must be stated in the Safety manual (see structure in
paragraph 3.13) and their definitions should be evident in the charts (chain of responsibility
and functional links) and functional description of units of the company.
3.6 Risk management
3.6.1 Element characteristics

The responsibility for the safe operation of the railway system and the control of risks
associated with it belongs to the infrastructure manager and the railway undertakings,
obliging them to implement necessary control measures and to apply national safety rules
and standards.
To achieve this, risk assessment (which is the overall process of risk analysis and risk
evaluation) is a key element in any effective SMS.
The level of safety is generally acknowledged good in Europe, and the set of rules currently
in force in the different countries are seen as the result of the historical memory of the sector
in the treatment of risks. Consequently, the fulfilment of safety requirements in force allow the
railway companies to operate without having to re-start risk assessment for the whole activity
they perform.
However, compliance with requirements does not ensure safe operation forever: railway
organisations must have a system in place to control changes/new projects and manage
related risks, taking into account also those relating to occupational safety.
Changes can apply to
technique/technologies;
operational procedures/rules/standards (either internal and involving interfaces);
organisational structure.
The SMS must ensure that safety methods for risk assessment are applied where necessary.
The procedures and methods are the tools to carry out risk evaluation, therefore they can be
configured as key in the whole risk management process.
The involvement of different levels of the organisation and of the different expertise
(economical, technical, and organisational) within a railway company is bound to provide an
important source of organisational learning.
By controlling all levels of the organization and the various functions involved, it is possible to
identify the failures / defects of the SMS process and thus to implement preventive/corrective
actions.
It must be stressed that the fact that the leadership of the organization delegate duties and
responsibilities for safety, it is not a discharge nor a dispensation from leadership
responsibilities and legal obligations for rail safety.
The prerequisites for achieving risk management are:
processes and areas of responsibilities related to safety have been attributed to the
functions (organizational units or technical equipment) to be responsible for these
processes and areas of responsibility throughout the operating cycle (including
placing in service, continuousness and replacement);
the hierarchical line regularly monitors the effectiveness of tasks and must intervene if
processes and responsibilities are not correctly implemented;
people taking a role in safety management are required to report on their

effectiveness;
the resources necessary to perform the tasks related to safety have been allocated;
SMS is integrated with other management activities.
Risks related to activities carried out solely by BUs/companies Infrastructure or

Transport
To be able to control, under all conditions, the risks associated with their railway operations,
a railway organisation needs to set up a framework to systematically analyse all risks directly
arising from work activities, job design or workload and implement appropriate controls to
protect the safety of those undertaking and or affected by the tasks.
This requires an identification of risks in a methodical way to ensure that all significant
activities within the organisation have been identified and all the risks flowing from these
activities defined. By estimating the consequence and probability of each of the identified
risks, it should be possible to prioritise the key risks that need to be analysed in more detail.
When analysing such risks, the following elements should be considered:
(a) have a clear understanding of what work is involved;
(b) identify, analyse and evaluate the risks that are related to that work to be undertaken;
(c) identify ways of eliminating, mitigating or controlling those risks;
(d) set or approve specifications which detail the conditions to be fulfilled, including
competencies of staff, exchange of safety related information(configuration, accessibility for
review at all times, retention), data recording, etc.;
(e) implementation of a monitoring system to ensure that desired performance is achieved.
Shared risks (related to activities at interface)
The SMS must include consideration of shared risk of residual interface risks resulting
from the allocation of activities or functions between the various stakeholders in the operation
of the rail system (BU, subsidiaries, contractors, etc.). Cooperation between stakeholders is
needed to address these risks consistently. The entity responsible for managing the
infrastructure plays a key role in this process, insofar as it manages the entire environment in
which the trains run. Incidentally, when interactions between rail partners are intensifying
(number, type and degree of service providers operating on the network), SMS of entity
having role of infrastructure manager should appropriately reflect and present the complexity
of services provided.
In this aim, all involved actors should also recognise the need and have the commitment to
co-operate, where appropriate, with other entities on issues where they have shared
interfaces that are likely to affect the putting in place of adequate risk control measures.
These entities can be companies having function of railway undertaking, companies having
function of infrastructure manager, manufacturers, maintenance suppliers, entities in charge
of maintenance, vehicle keepers, service providers, procurement entities, sidings, etc.
When analysing such interfaces the following elements should be considered:
(a) have a clear view of the processes and interfaces between parties;
(b) have a clear understanding of what work the each party will undertake;
(c) identify, analyse and evaluate the risks that are related to that work to be undertaken;
(d) identify ways of eliminating, mitigating or controlling those risks (merely passing them
onto others should not be a solution);
(e) set or approve specifications which detail the conditions that each party must ensure,
including competencies of staff, exchange of
safety related information(configuration, accessibility for review at all times retention), data
recording, etc.;
(f) implementation of a monitoring system to ensure agreed performance is achieved. Such

monitoring can be part of or be integrated in an already existing to quality, safety
management system and should ensure that appropriate monitoring of performance is
performed, corrective or preventive measures are identified and acted upon.
During the risk analysis process it is necessary to compare the estimated risks against risk
criteria which the organisation has established.
Risk evaluation therefore, is used to make decisions about the significance of risks to the
organisation and whether each single risk should be accepted or treated, by selecting and
implementing measures (be it technical, human, organisational or any possible combination
of these) to control the risk.
It is possible that other parties, external to the railway system, import risks onto a railway
company (i.e.: level crossing, pedestrian and bicycle crossings, road network, non-railway
constructions, etc.).
In general, we can say that for operating trains at level crossings, there are rules to be
complied with at national and local level, and that is sufficient for railway companies to
operate in normal and degraded situations. However, there may be unexpected events that
need to be analysed for ensuring that safety is maintained or improved.
In case of multiple interfaces, an important coordination role must be played by the company
having function of infrastructure manager to consider the safety impact of activities carried
out at the interface with other transport modes (roads, waterways) when designing or
upgrading infrastructure. In addition, working sites (either temporary or permanent) adjacent
to controlled infrastructure may have impact on operation, and require the implementation of
specific measures to ensure that safety is not lowered).
As interactions between railway partners increase, the SMS of a company having function of
infrastructure manager should reflect the appropriate and updated level of complexity of
services it provides. Some examples of infrastructure related and operation related activities
that should be considered as interfaces to be managed by the company having function of
infrastructure manager are listed below:
a) infrastructure related
- infrastructure maintenance (tracks, signaling, telecommunications, overhead lines),

ensuring that train movement and maintenance activities can be performed without
endangering passengers, workers, third persons and assets (either carried out
internally or outsourced);
- protection from other transport modes interfaces (crossings, bridges, sidings);
- safety of tunnels;
- safety of persons working (for track, signaling or overhead lines maintenance) on or

adjacent to railway premises (for construction sites or other reasons);
- communication of infrastructure related information that may affect traffic:

requirements, permanent / temporary restrictions, adoption of degraded mode
procedures, alerts, etc.).
b) operation related
- train movement control or authorization, in normal and degraded situation for all RUs
operating on the controlled infrastructure;
- interface with neighbouring IMs (to ensure continuity of service at national and
international level);
- access to marshalling yards, freight terminals, private sidings;
- shunting (operating directly or supervising undertakings operating on the controlled

infrastructure);
- Exchange of operational information with RUs in case of rolling stock failures that may
have an impact on the scheduled operation;
- Control of activities in the passengers stations, including the control of passengers

and public access, specific provision for persons with reduced mobility and
availability, lightening and conditions of platforms. These issues are limited to areas
that are functional to the core railway related activities as, for instance, access to
track area, platforms for boarding and getting off trains.
c) emergency related
- Protection of passengers in case of accident;
- Exchange of information with all interested parties in case of emergencies and service
disruptions;
- Clearance of the affected tracks after accidents or disruptions.
Anyway, in all cases of mutual interferences, when analyzing the interfaces with such
external parties the following elements should be considered:
(a) have a clear understanding of what activity is undertaken by such party and how it may
impact on the railway operation;
(b) identify, analyze and evaluate the risks that are related to that activities;
(c) identify ways of cooperating with the relevant stakeholders in order to eliminate, mitigate
or control those risks (for instance, setting specific separations or establishing safe working
procedures for workers and protection of customers );
(d) set or approve specifications which detail the conditions that the other party must ensure,
including competencies of staff, exchange of safety related information (configuration,
accessibility for review at all times retention), data recording, etc.;
(e) implementation of a monitoring system to ensure agreed performance is achieved. Such

monitoring can be part of or be integrated into an already existing management system and
should ensure that appropriate monitoring of performance is performed. As and when
necessary, corrective or preventive measures are identified and acted upon.
The emergency procedures should be adapted and anticipate different scenarios that can
occur during a malfunction, which also includes response of governmental and emergency
services. To this end, each rail organization must implement an emergency plan identifying
and addressing the different types and levels (critical, non-critical, etc.) for emergency
situations that may arise. Each plan must be regularly reviewed and actions, alerts and
information to be transmitted in an emergency must be kept updated. The plan shall, for each
type of emergency, clearly identify and define:
the different parties/staff involved;
interfaces between railway organizations and public authorities;
references for activities and actions related to emergencies;
Processes and procedures put in place depending on the type of emergency.
At the end of the paragraph, we can then summarize that a railway company:
has processes and criteria in place to recognize changes in equipment, procedures,

organization, staffing or interfaces.
has processes to assess the level of impact of changes to decide whether to apply
the safety methods on risk assessment.
has processes to ensure risk assessment and identification of control measures.
has processes to monitor the implementation and effectiveness of control measures.
has put in place processes/measures to assess with other organizations (other

railway companies, contractors, third parties, etc) interface risks introduced by
changes.
makes visible the results of the risk analysis to all relevant staff and there are
processes in place to feed these results into other processes within the organization.
3.6.2 Procedures Risk management
In developing practical proposals to be implement we must analyze:
factors to be taken into account
the risk management process
strategies for risk control
3.6.2.1 Aspects to be taken into account

For identification and risk management organization must ensure that it has:
process and criteria for identifying changes related to equipment, procedures,

organization, personnel and interfaces;
assessment process of impact level of changes. This can allow to decide whether to
apply safety methods for risk assessment;
processes to ensure risk assessment and identification of control measures;
monitoring process of the implementation and effectiveness of control measures;
process / measures to assess with other organizations (BUs, third parties, etc.), risks
arising from changes at the interface;
procedures to make available the results of the risk analysis to all relevant staff,;
processes to incorporate these results in other processes within the organization.
For the determination of risk control strategies it is necessary to carry out the analysis of
the risks inherent to each of the following activities or functions to establish processes and
procedures indicated:
Rail Activities of BU infrastructure, BU transport and contractors (including activities

that can address shared risks):
- Identification of risks associated with railway operations, including those arising

directly from the activities of other organizations / individuals;
- development and implementation of measures to control risks;
- monitoring the effectiveness of risk management and implementation of modifications,

if necessary;
- identification of other entities (infrastructure management functions or infrastructure

manager functions) whose activity is likely to jeopardize the safety of railway
operations of the organization;
- identification and management of shared risks; procedures will also allow to recognize
the need to collaborate with involved entities and to what extent;
- agreements constituting documentation on how to organize the co-activity and tackle

shared risks. This also includes defining roles and responsibilities of each
organization involved in the process;
- agreements governing cooperation in monitoring the effectiveness of the measures of

management of shared risk and allowing, if necessary, to agree on changes and their
implementation.
Provision of equipment and provision of maintenance services:
- Creation of requirements / standards / maintenance procedures according to data on

the safety and / or reliability and from the distribution of rolling stock to these services,
if any;
- adjustment of maintenance time (infrastructure and vehicles) according to the type

and level of service performed by the BU, subsidiary, as applicable;
- ensuring that the burden in terms of maintenance is clearly defined in the

organization, identifying the skills for each individual location of maintenance and
locating different levels of responsibility;
- gathering information about experiences / feedback, maintenance, malfunctions,

breakdowns and repairs. They can be used to learn and adopt corrective measures
that will increase the level of safety;
- identification, recognition and reporting of the risk linked to deficiencies / lack of

compliance or malfunction of construction and lacunar operation throughout the life
cycle (although the installation meets the requirements of construction and the
product approval and certification have already been granted).
- Verification and control the balance between the operation and the results of
maintenance performed by the BU, contractors or third parties, and the standards set
by the BU, subsidiary.
Use of contractors and suppliers control:
- Due diligence of the competence of contractors (including subcontractors) and
suppliers;
- Responsibilities and tasks related to railway safety issues are clearly defined, known
and shared among the different contracting partners and other interested parties;
- Traceability of documents and important contracts;
- Validation to ensure that services provided and outsourced meet required standards;
- ensuring that tasks are executed in the safety desired program and in accordance
with the standards and criteria required;
- ensuring the daily management of tasks related to safety.
Activities of other parts (only when taking into account the risks resulting from these
activities is appropriate and limited to the reasonable extent):
- Identification of potential risks posed by parties outside the rail system;
- Definition of adequate control measures to mitigate the identified risks.
Emergency Plan
- Identification of all types of emergencies and planning the identification of new types
of emergency;
- ensure that the BU / subsidiary is able to: quickly contact emergency services,
provide all relevant information to emergency services so they can plan their
response and respond in a timely manner when the emergency occurs;
- For each identified emergency, identification and definition of roles and

responsibilities of all parties (BU, subsidiaries, emergency services, etc.);
- Action plans, warning and information including procedures to alert all staff
responsible for the management of emergency situations and how to communicate
these to all parties, including instructions for passengers.
- identification and allocation of resources, means and needs in terms of training;
- Procedures to restore normal operating conditions as quickly as possible;
- Test procedures for identifying weaknesses and verification of how potential

emergency situations are handled, contingency plans in collaboration with third
parties, staff training, testing emergency procedures;
- When operating in degraded mode, clear definition of interfaces between BU /

subsidiaries / third parties, clear assignment of duties and responsibilities to the
appropriate staff and competent staff can be contacted immediately to make any
necessary decisions.
- ensuring that the appropriate personnel or officer (in particular in case of supply of
dangerous goods) can be contacted easily and immediately by the BU having the
function of infrastructure manager;
- All procedures and all emergency plans of BU having function of the infrastructure
manager are coordinated with BU transport / subsidiaries that use its infrastructure
and other infrastructure with which it has an interface;
- Possibility of interrupting operations and rail traffic quickly, if necessary, and to inform
all parties concerned of the action taken.
3.6.2.2 Process of Risk Management

This is a process having as object:
Identification of issues and concerns for safety, including those associated with
human factors, third parties and the major changes made to railway operations,
evaluating and classifying risks by means of risk assessment;
Risk management does not mean to take risks, but rather means to recognize them and work
to reduce or eliminate them. The SMS must include a formal risk management process which
includes the following measures to be developed in three phases:
Phase 1 - Identification of issues and concerns for safety
This phase consists in the identification and documentation of:
Specific risks related to rail operations, supply of equipment and provision of

maintenance services, contractors and other parties, as indicated in the list of
aspects to be taken it to account mentioned above;
tools available to employees to identify issues and concerns for safety at the current
state and continuously;
Information obtained from the investigation of accidents or incidents and the collection
and analysis of safety data;
Questions and safety concerns related to human factor (with special attention to this
aspect), to relationships with third parties and to the introduction of significant
changes in operations;
Feedback from activities such as the investigation of incidents and accidents,
collection and analysis of data on safety, proficiency examinations and internal audits;
Existing technologies to monitor safety (e.g. onboard monitoring systems, hot axle
box detectors, level crossings detectors, etc.)
Comments from the public, customers (analysis of complaints) and public bodies
(evidence of instances of non-compliance or situations where safety may be
compromised);
Analytical Methods in case of lack of experience and historical information about

safety. Anyway, it should be noted that such methods might be adopted only after
having set up the simplest instruments of safety management. It might be conceivable
to use analytical methods in a first stage, only for risk analysis of individual sectors
due to the introduction of particular technologies requiring the intervention of external
specialists to manage such analytical instruments;
About this latter point, particular attention should be given to new activities and situations
where important changes in existing operations are made. Major changes requiring a process
of risk assessment may be:
- organizational;
- technological;
- operational / regulatory.
In the case of new equipment, new systems, new activities, new practices and new methods
for which there is a lack of experience and track record of safety, formal analysis techniques
should be applied. These techniques are more demanding in terms of data, time, labor and
expertise; however, this extra effort is justified for new equipment, new systems, new
activities, new practices and procedures and should be considered a normal part of the
process of implementing the change. Nevertheless it is recalled that these methods can be
applied on condition that all the preliminary process to set up an SMS is under control.
A full analysis of existing operations is not necessary as long as the current risk mitigation
strategies are documented (see later, paragraph Risk control strategy). The results of the
investigation of accidents and incidents, the collection and analysis of performance data on
the safety and complaints, inspections and audits should be used to identify areas already
exploited that require further analysis.
Phase 2 - Risk Evaluation
This phase involves the evaluation of the severity and probability of the problem in terms of
safety, both qualitative and quantitative way. Quantitative estimations of the probability and
severity of the problem or the issue of safety can sometimes be derived from data
performance on the safety records, from data about illness and injuries, etc.
The severity is usually measured in number of deaths or injuries, property damage value or
cost of restoring and environmental impact, as well as average by history for the railway
company over time, that as a range. Other types of losses associated with accidents or
incidents that are less easily measured, as an attack on the reputation of the railway and the
deterioration in the quality and timeliness of customer service, must also be evaluated in the
estimation of the severity of risks. If estimations of probability and severity can not be
established due to lack of relevant data, we can substitute qualitative estimates based on
expert opinion.
In determining the severity levels, classification of Table 2 can be used.
Table 2 SEVERITY LEVELS

SEVERITY CONSEQUENCES FOR CONSEQUENCES FOR
PERSONS OPERATION
Death or permanent total Important total permanent damage or

Catastrophic
disability loss for the entire network
Important damage for the rolling stock

Permanent partial disability,
Critical and/or significant damage to the
temporary total disability
network
Damage for the rolling stock and/or

Serious Serious injury, multiple injuries
damage to the network
Reportable injury / occupational Minor damage for the rolling stock or

Marginal
illness, lost workday minor damage to the network
First aid or minor medical

Minimal Minor disturbance to the network
treatment
Probability estimations based on historical data assume that future conditions will mirror
those of the past in the absence of relevant historical data and other methods (such as fault
tree analysis or events) that can be used to produce estimations.
In determining the levels of probability classification of Table 3 can be used.
Table 3 - LEVELS OF PROBABILITY (FREQUENCY)
CATEGORY DEFINITION
Frequent Likely to occur frequently in the life of a person or item. Continuously
experienced in rolling stock/infrastructure/staff.
Probable Will occur several times in the life of a person or item. Will occur
frequently in rolling stock/infrastructure/staff.
Occasional Likely to occur sometime in the life of a person or item. Will occur several
times in rolling stock/infrastructure/staff.
Remote Unlikely, but possible to occur in the life of a person or item. Unlikely, but
can be expected to occur in rolling stock/infrastructure/staff.
Improbable So unlikely it can be assumed that an occurrence may not be

experienced in a lifetime. Unlikely to occur, but it can occur.
Extremely unlikely Extremely unlikely to occur. It is assumed that the event can not occur.
Phase 3 - Risk assessment
Risk assessment is the process of estimating the magnitude of the risks and settlement that
risks are negligible - Tolerable Tolerable with mitigation - Unacceptable. These decisions
must be made using a tool or methodology pre-set risk classification as grid risk classification
(see Table 4). The grids risk classification may have a variable number of categories of
severity and probability (rows and columns).
Table 4 - RISK LEVEL CLASSIFICATION (RISK RESOLUTION MATRIX)
SEVERITY
PROBABILITY Negligible Marginal Critical Catastrophic
Frequent Tolerable with Unacceptable Unacceptable Unacceptable
mitigation
Probable Tolerable with Tolerable with Unacceptable Unacceptable
mitigation mitigation
Occasional Tolerable Tolerable with Tolerable with Unacceptable
mitigation mitigation
Remote Negligible Tolerable with Tolerable with Tolerable with
mitigation mitigation mitigation
Improbable Negligible Tolerable with Tolerable with Tolerable with
mitigation mitigation mitigation
Extremely Negligible Negligible Negligible Negligible
unlikely
In practice, the process to follow is:
Identify hazardous events (see Step 1);
Assess the risks of hazardous events considered in terms of severity and probability
and define, for each qualitative probability category, interval in which to place
quantitative estimated values (see Step 2);
Classify risks using the grid risk classification (Table 4); in the case of a risk
classification does not place as "negligible" or "tolerable", we will define and
implement strategies for minimizing risk (see Risk Control Strategy)
3.6.2.3 Risk control strategy

Strategies for risk control are necessary for the risks that have been classified as Tolerable
with mitigation or Unacceptable. In general, these strategies may focus on one or other of
the following:
Elimination of the situation, substance, condition or activity that generates the risk;
reducing the probability of occurrence of the risk and/or reducing the severity and
consequences (mitigation of risks).
Risks listed in Table 5 can be categorized as unacceptable or Tolerable with mitigation. This
list is not exhaustive but is intended to provide examples of common risks and strategies for
typical control and indicate the process to be followed by each railway company.
For existing operating conditions, a number of risks have already been discussed and Risk
control strategies are part of the rules, standards, and methods of operating railways. In this
case, the process of risk assessment highlights the above links and then focuses on the
results of the investigation of accidents and incidents, analysis of safety data, complaints,
inspections and audits to ensure that the risk is mitigated to an acceptable level. This
analysis should highlight areas where they could implement initiatives that go beyond the
scope of their current activities to improve their overall performance in terms of safety.
For new operating conditions, or in the case of changes in technology, changes in the staff,
type of activity or other areas that have poor historical data and experience, a risk
management process as described in the Phase 1 of previous paragraph, should almost
always be undertaken.
The adopted procedures for the identification, management and control of risks are shown in
Safety Manual (see structure in paragraph 3.13).
Table 5 RISKS AND RISK CONTROL STRATEGY
SECTOR RISKS RISK CONTROL STRATEGY
Train and derailments uniform, coordinated

Equipment collisions development and
Operations human reliability (alertness, implementation of operating
ability to use equipment and rules and procedures
follow procedures) periodic review and revision
unintended movements of operating rules and
(runaways) procedures
missed or misunderstood training programs
communications monitoring of employees
failure to follow rules or and supervisors
procedures rules violation monitoring
failure to see/obey signals human factors analysis
changes in timetable speeds work process mapping
changes in frequency or
times of operation
Equipment, equipment failures leading to inspection and maintenance

Infrastructure and collisions, derailments and/or standards and procedures,
Facilities employee injuries including cycles, record-
unsafe equipment keeping procedures, and
safety appliances corrective action and
passenger cars implementation monitoring
infrastructure failures procedures
rail failures (broken, spread) design and construction
track condition (ties, ballast, standards and procedures
cross level, spirals, tight rail) modification review and
areas of recent work approval process
bridge failures procedures for the review
slope failures and approval of
washouts modifications to equipment,
flooding systems, infrastructure, etc.
avalanches procedures to document
impact of significant changes changes to equipment and
to operations (type of service, systems, including on as-
speed, frequency, weight) built drawings
signal system failures procurement procedures to
crossing automatic protection prevent the introduction of
failures defective or deficient
unsafe facilities materials and supplies or
passenger stations unauthorized hazardous
shops materials
bulk storage facilities for relevant safety policies,
dangerous goods (diesel fuel, requirements and standards

methanol, propane, etc.) communicated to suppliers
pipelines and pipe crossings through purchasing
documents or specifications
facility inspection
procedures, including a
hazard identification and
elimination process, cycles,
record-keeping procedures,
and corrective action and
implementation tracking
procedures
safety technology
o devices on the right-of-
way
hot box detectors
wheel impact load
detectors
acoustic detectors
thermal imaging
detectors
transponders for use
in Advanced Train
Control Systems
washout and slide
detectors
o devices on railway
equipment
suspension bearing
detectors
(locomotives)
wheel and bearing
detectors (railway
cars)
train information
braking systems
(TIBS)
proximity detection
devices
voice data recordings
locomotive event
recorders
reset safety control
devices
rail traffic control boards

and computer systems
signal and traffic control
systems
Level Crossings collisions with vehicles level crossing construction

o deaths and maintenance standards
o injuries inspection frequencies and

o derailments procedures
o equipment damage crossing safety
pedestrian deaths and assessments, including
injuries assessment frequencies
near misses causing o traffic volumes
emergency brake application o traffic types
crossing blockages impeding o sight lines
emergency services o crossing surface
condition of crossing causing o frequency of
accidents not involving trains obstruction
risk to personnel such as o protection of
flagmen pedestrians
impact of noise from application of the risk
crossings on local residents management process to
impact of anti-whistling crossing hazards and the
prohibitions development of appropriate
changes in train or roadway location-specific controls
speeds a public
changes in frequency or time awareness/education
of operation program with respect to
crossing safety that
involves road authorities
and other affected parties
number posted at crossings
Trespassing deaths and injuries to a process for identifying

(unauthorized trespassers problem locations
presence of trauma to train crews application of the risk
persons within involved in accidents and management process to
railway premises) near misses trespassing hazards and
equipment damage and development of appropriate
runaway equipment from location-specific risk
vandalism controls
objects on track a public
changes in train speed awareness/education
changes in frequency or time program with respect to
of operation trespassing
involvement of local
authorities
fencing and physical
barriers
provision of alternative
crossings
keeping right-of-way free of
debris
Interface with collisions a process to ensure safe

Other Railways unauthorized track/yard interface between railways
and Customers occupancy and between the railway
equipment left foul and customers
failure to be qualified in or to methods of ensuring that
follow standard rules and other railways and

procedures customers are aware of
receiving or delivering their safety responsibilities
defective equipment procedures to assess the
operation on infrastructure training and qualifications of
not maintained to minimum customers and other parties
standards whose activities may
restricted clearances directly affect railway safety
supervision and proficiency
testing
Contractors failure to understand or follow a process to ensure that

company rules and contractors are trained in
procedures the organizations safety
failure to provide or use procedures and are familiar
safety equipment with safety equipment
failure to coordinate activities requirements and their
with company personnel/train safety responsibilities
operations ensuring that safety
failure to use specified requirements are included
materials, equipment or in contractors statements
procedures of work and competency
requirements
selection, control and
performance review of
contractors, taking into
account contractor ability to
meet safety requirements
and follow safety
procedures
taking action when
contractors do not comply
with the organizations
safety procedures
Employee Safety deaths employee safety program

injuries and health controls
incidents (near misses) a process for feedback on
fitness for duty risk control actions, safety
unsafe conditions not performance and safety
identified or corrected audit results to employees
failure to identify, provide or field verifications (e.g.
use safety equipment proficiency testing) of
hazardous materials in compliance to rules /
workplace procedures
Peer-Peer observations
processes to reduce risks
formal job briefings
safety awareness and
promotion programs
workplace hazardous
materials program
safety training, particularly

with respect to new
equipment, processes and
procedures
a recognition and rewards
system that recognizes the
right behaviours and safe
working practices
a safety ombudsman
confidential process for
employees to report
incidents and safety issues
Dangerous risk to employees from spills, knowledge of and

Goods and leaks and container failures compliance with the
Hazardous risk to the public and applicable standards, rules
Materials communities from large-scale and regulations
Transportation accidents and incidents procedures for identifying
receiving or delivering and feeding back
defective or leaking tank cars containment failure data
or containers and maintenance
negative public perceptions deficiencies to the shippers
adversely affecting of the dangerous goods
operations procedures for integrating
the organization into public
emergency response
programs (if existing)
criteria for identifying and
activating external
resources for dangerous
occurrences
procedures for liaison with
and management of
external resources at
dangerous occurrences
Environmental damage to the environment knowledge of and

Impact from ongoing operations compliance with the
damage to the environment applicable standards, rules
from accidents, including and regulations
dangerous goods and fuel certification of
spills environmental management
noise and fumes systems (ISO 14001)
emissions monitoring
Vandalism, risk to employees and identification of risks (threat

Terrorism and operations from deliberate assessments) and
Sabotage malicious acts development of security
objects on right-of-way plans and procedures (with
misaligned switches the appropriate
disabled signals and crossing confidentiality)
protection Staff training and familiarity
thrown objects with security risks and

runaway equipment procedures
sabotaged equipment security exercises
bomb/sabotage threats links with security agencies
Emergencies derailments emergency preparedness

collisions and response procedures,
employee injuries including emergency
passenger injury/evacuations response plans and training
fires (including right-of-way) of key personnel
dangerous goods procedures for initial
involvement response, call out and on-
blocked crossings site management
(emergency services unable procedures for notifying and
to get through) liaising with other agencies,
spills into the environment as required
earthquakes procedures for conducting
proximity to other drills and tests
installations periodic review and revision
o dangerous goods of procedures, in particular
processing or storage after incidents
facilities awareness of and
o mining integration with community
o pipelines and site-specific emergency
o nuclear generating plans, security plans and
stations business continuity plans
3.7 Skills and training of human resources (Staff Competencies)

The organization of a railway company must ensure that all staff with a responsibility in the
safety management system are competent to perform their tasks and that staff skills and
knowledge are maintained, in all circumstances.
As far as not covered by specific legislation, a competence management system should

include:
- the selection principles (required basic educational level, mental aptitude and physical
fitness);
- the initial training and certification of acquired competence and skills;
- the ongoing training and periodical update of existing knowledge and skills;
- proficiency checks, as required;
- specific measures in case of long absence from work, as required;
- specific SMS training for staff directly involved in the implementation and enforcement
of an organizations SMS, e.g. safety manager, those responsible for safety-related
processes/functions, etc.
3.7.2 Procedures Skills and training of human resources

A competence management system must be developed according to the general principles
set out in the previous paragraph. The system should include:
Identification of internal skills required for each position, in particular:
- the identification of posts that have responsibilities for taking operational decisions
within the system;
- the identification of posts that perform safety-critical tasks;
- the identification of knowledge, skills and experience required to perform these

processes or tasks;
- the selection principles (required basic educational level, attitude, psychological

welfare and physical fitness);
- the initial training;
- the certification of acquired competence and skills;
- the necessary measures to keep under control the competence of staff;
- the ongoing training and periodical update of existing knowledge and skill, to ensure
that the necessary knowledge, skills and aptitude (including medical and
psychological) of staff are refreshed/updated to retain the level required to safely
perform each task;
- proficiency checks, as required;
- specific measures in case of long absence from work, as required.
- linking posts to the requirements they must meet for their task in national and cross-
border traffic;
- allocating staff with the appropriate competence to relevant tasks.
Compliance with:
- national requirements relevant to Operations, where applicable;
- company internal rules and principles for staff qualification.
This compliance must be ensured also in case of training provided by training centres
external to railway company. In this aim, external training centres should be recognized by
the railway company.
About training methods, there must be a good balance between theoretical training
(classroom and demonstrations) and practical training (on-the-job experience, for drivers:
driving with supervision and driving without supervision on tracks which are closed off for
training purposes).
Computer-aided training must be accepted for individual learning of the operational rules,
signalling situations, etc.
The use of simulators, although not obligatory, may be useful for the effective training of
drivers; they are particularly useful for training in abnormal working conditions or for rules
infrequently applied. They have a particular advantage in their ability to provide learning-by-
doing capability for events that cannot be trained in the real world. In principle, simulators of
the latest generation must be used.
Concerning the acquisition of route knowledge, the approach to be favoured must be where
the train driver accompanies another driver for an appropriate number of journeys along the
route, in daylight as well as at night. Videos of the routes as seen from the drivers cab may
be used, among other methods, as an alternative training method.
It is also important that the competence management system aim at ensuring that all staff are
aware of the relevance and importance of their activities and how they contribute to the
achievement of the safety objectives
The system should also include:
identification of the skills and level of training required for suppliers, contractors and
other stakeholders whose activities may directly interfere with railway safety;
Periodic review of the skills required, taking into account the test results, compliance
assessments, risk assessment, research and analysis of accident data safety;
Identification of the responsible in terms of coordination and monitoring that ensures the
competence of personnel to operate in compliance with applicable laws, rules and
standards in the field of safety. This person must:
- Review rules and related operational activities conducted by staff, with the aim of
defining the requirements for safety,
- Ensuring, through appropriate training programs that staff can ensure safe functions
entrusted,
- Ensure constant monitoring of compliance with operational rules.
- In this aim, senior management / top team and, in general, supervisory roles should
be trained in understanding their safety responsibilities.
The above elements are contained in internal documents of the railway company. The
documents are listed in the Safety Manual (see structure in paragraph 3.13).
3.8 Information within the organization

The exchange of relevant safety information within the organization on the one hand, and
between it and other organizations, on the other hand, is essential. It is therefore necessary
to have channels and information interfaces defined as part of a structured process. It is
therefore important that defined reporting channels and interfaces exist, within a structured
process, to ensure that all information is conveyed to the right person/role/function in a
prompt and clear way.
All necessary safety related information must be traced, be documented, complete and
available as they are needed.
In addition, in any organization, staff involvement is crucial to develop a culture of safety, gain
his trust and promote cooperation, support and recognition of the concept. Staff participation
in the implementation of SMS is essential for developing, maintaining and enhancing a strong
safety culture within the organization. Processes related to safety are usually associated with
other cross organizational processes and affect different areas and operational levels,
making staff participation easy, natural and logical.
However it should be noted that any views of staff following the process of participation and
information are conducted in a consultative framework and cooperation, and are not required
for the business.
3.8.2 Procedures Information within the organization

Regarding Information, procedures will ensure that:
all relevant and valid safety information, including day-to-day operational information,
is available to staff before they must enforce/apply it. The minimum time for this
access to relevant information is set taking into account the practical means available
to disseminate information and professional training needs
Appropriate access and accessibility to the document/information is ensured for all
interested staff.
information about the SMS is sent to the relevant personnel (officers and staff in
charge of tasks with a safety risk) and all other staff are aware of the existence and
purpose of the SMS;
All staff involved in processes related to safety have relevant documents on the
subject (according their duties). The list also indicates where and how to find the parts
that members involved should know.
there are adequate arrangements in place for the sharing of information between
railway organizations (BU, other companies, ).
right relationships within the company and with other interested entities are
established;
staff receive feed-back information on implemented actions.
Regarding the Participation, procedures will allow that:
while historical data are not available, then it is appropriate to use the knowledge
acquired by the widest possible experience to assess the severity and probability of
occurrence of adverse events.
if necessary, recognized organizations that ensure that employees and their

representatives are adequately represented;
if it is appropriate, the employee representatives are consulted (commissions /

groups) and participate in the definition of safety targets (see paragraph ) or
proposals for initiatives to be undertaken to obtain them. Such involvement should be
framed in the field of risk management process (see paragraph ); for this reason it
is important to involve operational staff, including the risks that such staff helped to
detect;
The process regarding information, participation, consultation and related documentation are
contained in the Safety Manual (see structure in paragraph 3.13).
3.9 Management and distribution of rules (how safety information

is to be documented)

SMS does not replace the laws, regulations and standards that the organization must apply
in the areas of safety, but the SMS represents the context in which the rules shall be
identified and their changes take effect.
All processes and procedures to identify all necessary safety requirements, specific to the
type and scope of operational activities of the company must:
be established in accordance with the legislative and regulatory framework and

updated to reflect any changes or additions to any one;
be consistent with any significant change in the organization.
On the other hand, these processes should be structured so as to be as far as possible

independent of the regulatory and organizational frameworks.
The company should have:
a process / a procedure to detect / identify quickly any changes / additions made to

the regulatory framework.
document and data control procedures; documents and records must be readily
available for consultation and/or verification.
In case of several companies operating on a same network system, arrangements should be

implemented to ensure the correct exchange, duly documented, of all relevant safety
information. Standardized protocols for formal communications concerning operation (train
logs, traffic/operating restrictions etc.) should be adopted as a useful means of
harmonization.
3.9.2 Procedures Management and distribution of rules

To implement the above standards, previously we must identify, collect and list requirements
of:
National safety rules
Rules / internal procedures,
for each category of staff.
Later, practical proposals can concern processes and procedures to:
ensure that all relevant safety information are accurate, complete, appropriately
updated and duly documented.
definition of format, production, distribution, management and control of changes to all

relevant safety documentation;
delivery, collecting and store/archive of all relevant documentation/information on
paper or by other means/registration systems;
ensure that staff are formerly given all relevant and updated documentation and act
upon it as necessary.
ensure consistency, coherence and comprehension of language/content.
In case of several involved companies, arrangements should ensure that communication

barriers dont arise, or are minimized; evidence should be provided of the use of standardized
protocols/formats for safety related information and to document all relevant data.
Definition of the above aspects (including in particular the type of management and
distribution of safety rules) must be stated in the Safety manual (see structure in paragraph
3.13).
3.10 Accident/incident reporting

A systematic monitoring should provide assurance to managers and stakeholders that all
identified risks are effectively controlled and evidence that the SMS requirements are being
met. It provides the basis for defining any action needed to improve or maintain the targeted
level of safety.
Railway organizations should rely on a structured monitoring system and the management
decision process. This would promote and encourage the reporting of faults, dangerous
events/occurrences, near misses, including events/cases where employees have made
mistakes or failed to comply or follow correct safety procedures, etc.
Root cause analysis should be usefully performed in relevant cases. Results of these
analysis should be included in training programs as lessons learned and relevant information
made available to all interested/related staff and, if deemed necessary, to other interested
parties.
Staff directly or indirectly involved in safety related events should actively participate in the
problem-solving process to search for and develop preventive measures.
Gathering and analysis of safety data form the basis of the system of assessment of safety
performance. For such an assessment, safety indicators can be adopted and formats for
documentation must be provided. For this purpose, control procedures of data and
documents must be defined in terms of existing management systems; documents and files
shall be consulted / checked easily. It is important to include measures to control critical
safety information in order to maintain and improve the effectiveness of safety within an
organization but also to carry out corrective actions quickly and efficiently. Different BU /
Subsidiaries / companies working on the same network must have procedures to ensure that
all relevant safety information are properly exchanged and properly documented. They must
develop and encourage the use of standardized protocols for formal communications
regarding the operation (railway records, restrictions on traffic / operation, etc.) suitable to
improve the harmonization.
Summarizing, the SMS has adequate processes (and competent responsible person for
each) ensuring that all relevant information on safety is accurate, complete, updated and
properly documented. In particular:
documents / relevant information are reported and logged (on paper or other media /
recording systems);
accidents, incidents, near misses and other dangerous occurrences are investigated
and analyzed;
accidents, incidents, near misses and other dangerous occurrences are reported, as
required by relevant legislation, to national bodies;
recommendations from the national bodies, from industry/internal investigations are

evaluated and implemented if appropriate or mandated;
relevant reports/information from other railway companies or contractors are

considered and taken into account.
the investigation processes take into account the effects of the operation of other
railway companies or contractors;
the allocation of resources and training is provided for the investigation process.
relevant information relating to the investigation and causes of accidents, incidents,

near misses and other dangerous occurrences is used to learn and adopt corrective
measures to improve the level of safety;
involved staff receive all relevant documents, updated, and acts upon them, as
needed.
The use of protocols / normalized with respect to information safety formats must be proved,
as well as documentation of all important data
It is noted that the relevant information concerning the analysis and the root of accidents,
incidents, near misses and other dangerous phenomena - for the purposes of SMS - are
used to draw lessons, evaluate the effects of actions carried out by other organizations, and
adopt corrective measures to increase the level of safety; disciplinary and criminal aspects
are covered elsewhere.
3.10.1 Procedures Accident/incident reporting

Monitoring system
In order to ensure that risk controls are applied and work in practice, an organization needs
to measure the level of application of these controls and their results. The collection of safety
data and the subsequent analysis allow the organization to measure its overall performance,
understanding where there are deficiencies in all SMS arrangements.
For the establishment of a monitoring system we should:
to start from the use of available data in the company or collected in other studies
already completed.
Then, create a system for the "declaration" of accidents and incidents and analyzing
surveys.
In a next step we will proceed with the systematic collection of data safety.
The collection of safety data is based on monitoring and should consider the following
elements:
Structured reporting of accidents / incidents / near misses / dangerous occurrences;
Inspections findings (it could be for detecting non compliance with operational
arrangements and/or concerning the state of infrastructure or equipment);
Audit results (mainly at design and implementation process level).
To make this data collection possible, an organisation must ensure that the information or the
unit of measurement for the specified indicator is available or can be established. In addition,
a periodic evaluation of the scope and viability of indicators and tolerance levels is required.
The scope of data analysis should include the detection of:
any deviance from expected outcomes (using lagging indicators);
process anomalies (using leading indicators).
Lagging indicators measure the final outcomes that result from an activity. Lagging
indicators like the number of accidents and incidents, demonstrate if a "safe" result is
delivered. In a performance measuring system they allow the comparison with historical data,
demonstrating at the same time the quality of results (e.g.: improvement or worsening) and
the possibility to be used in a predictive sense (e.g.: the increasing number of signals passed
at danger may be the precursor of a collision).
However, to have a complete picture on the effectiveness of the risk control measures also a
selection of leading indicators needs to be compared with set levels of tolerance. These
leading indicators are mainly based on proactive monitoring of the critical elements of risk
control measures (i.e. those actions or processes which must function correctly to deliver the
desired outcome) but also elements of the environment and/or assumptions made when
designing the risk control measures (mainly during the risk assessment process) could be
part of these critical elements. Leading indicators are used to monitor the effectiveness of
control systems and give advance warning of any developing weaknesses before problems
occur.
Some examples of leading indicators are:
% of inspections completed to plan,
% of maintenance actions identified by inspections carried out to timescale,
% of staff carrying out actions without required competency,
% of safety critical processes reviewed to timescales.
Safety Indicators
Safety indicators should be represented if possible, as an index to facilitate the comparison of
one year to another and with other rail networks of neighboring countries or with similar
characteristics.
The elements to be taken in to account must cover the areas mentioned in Table 5,
paragraph 3.6.2 and they have particular interest:
For BU having function of infrastructure manager: failures leading to operation in

degraded conditions, situations of non-compliance allowed by operating procedures,
safety at work and environmental care; for operation aspects, indicators must cover the
operational conditions in the area of trains movement and operations in general, site
safety, safety at railway stations;
For BU having function of railway undertaking: the organization, staff, rolling stock
according to the different types of services, fulfilment of safety requirements during the
time.
In detail, the following aspects should be considered:
for the railway system:
- Number of accidents;
- Number of incidents;
- Amount of near misses;
- Number of accidents "atypical".
for BU infrastructure
- Events following failures of technological equipment and signaling;
- Events following anomalies on tracks, civil engineering infrastructures, buildings;
- Train movements on the wrong track;
- Train movements that require authorization for signals to be passed at stop aspect;
- Use of the emergency functions of the equipment;
- operation of Posts in a degraded mode;
for BU transport
- signals passed at danger
- Compliance of driver licenses with the locomotives and with the lines;
- over speed (allowed by line characteristics or Temporary speed restrictions);
- Updating and compliance of on board documentation;
- Communications concerning the train braking
- Especially for the drivers::
- Recognition and execution of the brake test;
- Running under degraded conditions
- proper use of safety devices;
- Proper immobilization of the train;
- Correct compilation of technical documents;
- Compliance of the load of the wagons;
- Communication of derailments and shocks during shunting;
- Regularization of tail signaling;
- Especially for personnel charged of technical inspection of vehicles:
- Technical inspection of passenger / freight rolling stock;
- Brake test passenger / freight;
- Proper communication of notices and orders;
- Conformity of rolling stock (rolling apparatus, brakes, safety devices, suspensions,

chassis, doors, etc.):
- Traction;
- Passenger;
- Freight;
- Dangerous goods;
- Effectiveness of fire extinguishers on board;
- Compliance with the maintenance interval;
- Compliance of the instrumentation panel;
- Number of requests for assistance.
The railway organization is responsible for updating and development of indicators as the
events happen and new installations or rolling stock are operated.
Data should be available for internal and external audit.
The criteria for monitoring and data collection procedures are contained in the Safety manual
(see paragraph 3.13).
The collected data and comparisons with other reporting periods (and possibly with other
countries) are part of the Safety Report (see structure in paragraph 3.13).
In order to choice the most suitable criteria of grouping the above Safety Data, we remind
that, for the purpose of the Safety Report, according to the proposals made about the
establishment of Ethiopian Railway Network Authority, Safety indicators to be reported by
the Authority are:
1. Indicators relating to accidents
1. Total and relative (to train kilometres) number of accidents and a break-down on the
following types of accidents:
- collisions of trains, including collisions with obstacles within the clearance gauge,
- derailments of trains,
- level-crossing accidents, including accidents involving pedestrians at level-crossings,
- accidents to persons caused by rolling stock in motion, with the exception of suicides,
- suicides,
- fires in rolling stock,
- others.
Each accident shall be reported under the type of the primary accident, even if the
consequences of the secondary accident are more severe, e.g. a fire following a derailment.
2. Total and relative (to train kilometres) number of persons seriously injured and killed by
type of accident divided into the following categories:
- passengers (also in relation to total number of passenger-kilometres),
- employees including the staff of contractors,
- level-crossing users,
- unauthorised persons on railway premises,
- others.
2. Indicators relating to incidents and near-misses
1. Total and relative (to train kilometres) number of broken rails, track buckles and wrong-
side signalling failures.
2. Total and relative (to train kilometres) number of signals passed at danger.
3. Total and relative (to train kilometres) number of broken wheels and axles on rolling stock
in service.
3. Indicators relating to consequences of accidents
1. Total and relative (to train kilometres) costs in birr of all accidents where, if possible, the
following costs should be calculated and included:
- deaths and injuries,
- compensation for loss of or damage to property of passengers, staff or third parties -

including damage caused to the environment,
- replacement or repair of damaged rolling stock and railway installations,
- delays, disturbances and re-routing of traffic, including extra costs for staff and loss of future
revenue.
From the above costs shall be deducted indemnity or compensation recovered or estimated
to be recovered from third parties such as motor vehicle owners involved in level crossing
accidents. Compensation recovered by insurance policies held by railway companies shall
not be deducted.
2. Total and relative (to number of hours worked) number of working hours of staff and
contractors lost as a consequence of accidents.
4. Indicators relating to technical safety of infrastructure and its implementation
1. Percentage of tracks with Automatic Train Protection (ATP) in operation, percentage of

train kilometres using operational ATP systems.
2. Number of level crossings (total and per line kilometre). Percentage of level crossings with
automatic or manual protection.
5. Indicators relating to the management of safety
Internal audits accomplished by railway companies as set out in the documentation of the
safety management system. Total number of accomplished audits and the number as a
percentage of audits required (and/or planned).
Investigation Procedures
Internal accident and incident investigation provides the railway organization with a reactive
review of the performance of risk control measures and related processes of the SMS
(lagging indicators). Therefore not only the immediate causes but also underlying causes are
to be systematically investigated.
Standardized arrangements for when and how investigation is carried out include:
procedures for internal and external accident and incident notification and reporting;
procedures, formats and approaches (e.g., site protocol) for investigations, eventually
differentiated according to the nature of the accident (e.g., environmental, employee
injuries, transportation of dangerous goods);
procedures for reporting and documenting findings, conclusions and recommendations;
procedures for reviewing risk control measures after an accident or incident, and for
ensuring implementation of recommendations and preventive or corrective actions in
order to prevent recurrence.
Railway organization should encourage reporting of incidents and dangerous occurrences

and also establish accountability during its investigation. The scope of incidents investigated
includes process anomalies (leading indicators) and deviance from expected outcomes
(lagging indicators) where appropriate.
The railway companies should ensure that the staff appointed for internal investigation is
competent and duly trained for the scope of investigation to be carried out.
The railway companies might co-operate should an investigation involve more than one
organization.
3.11 Actions and alert information
3.11.1 Element characteristics

Each railway organization must set up an emergency plan identifying and specifying the
different types and levels (critical, non-critical etc.) of emergencies that might occur. Each
plan should be periodically reviewed and detail the actions, alerts and information to be given
in case of an emergency.
For each type of emergency the plan should clearly identify and define:
the different parties/staff interested/involved;
the interfaces between railway organization and relevant public authorities;
the references for emergency related activities and actions;
processes and procedures to be set in place according to the type of emergency.
3.11.1 Procedures Action and alert information

Procedures contain the identification of all types of emergency and allow identifying new
ones.
Processes must ensure that the railway organization can:
promptly contact emergency services;
provide the emergency services with all relevant information both to prepare in
advance for their emergency response, and at the time of the emergency.
For each identified type of emergency:
The roles and responsibilities of all parties (railway organizations, emergency

services, etc.) are identified and defined.
Plans for action, alerts and information includes:
- procedures to alert all staff with responsibility for emergency management;
- arrangements to communicate these to all parties, including emergency

instructions for passengers.
Resources, means and training requirements have been identified and allocated.
procedures are designed to re-establish normal operating conditions as soon as

possible.
procedures allow testing of emergency plans in cooperation with other parties to train
staff, test emergency procedures, identify weak points and verify how potential
emergency situations are managed.
In the case of degraded operations:
- interfaces between railway organizations/third parties are clearly defined and

duties, responsibilities unambiguously assigned to competent staff;
- competent staff can be contacted immediately to take any required decisions.
For railway organizations having function of railway undertaking, competent staff or a
responsible person (particularly relating to services of dangerous goods), with adequate
language skills, can be contacted easily and without delay by the railway organization having
the function of infrastructure manager.
All emergency plans and procedures of the railway organization having the function of
infrastructure manager are coordinated with railway organizations having function of railway
undertaking which operate on the infrastructure and any other infrastructure with which it has
an interface.
Arrangements allow to halt operations and railway traffic promptly, if necessary, and to inform
all interested parties of the action taken.
3.12 Internal auditing

Internal auditing is used to analyze and verify that the SMS is still effective (periodical
reviewing of SMS), i.e. if the processes described within the SMS ensure that the services of
the railway organization comply with the relevant requirements.
Organizations must define a program of internal audits to be carried out to meet the reporting
requirements to be provided to the Ethiopian Railway Network Authority (Audit Planning). The
personnel responsible for carrying out the internal audit (auditors) must be competent and
experienced in the field/matter they are assessing and also skilled and adequately prepared
and trained to perform audits.
Audits should be carried out in an impartial and independent way: auditors should be
independent from the organizational unit being audited and conflict of interest between the
assessing and the assessed party should be avoided.
Safety assessments conducted by the audits will feed plans for corrective action in the spirit
of continuous improvement.
3.12.2 Procedures Internal auditing

To implement the above characteristics, as part of the organization for safety:
the internal auditing system is independent, impartial and acts in a transparent way.
For these purposes there is an unit responsible for conducting internal independent
safety audits. In addition, the internal audit system is impartial and can work
seamlessly (audits are parallel and separated from any disciplinary or criminal
investigation);
planned internal audits are regularly scheduled; the planning can be revised
depending on the results of previous audits and monitoring of performance.
Audits are carried out by suitably competent persons. These persons must meet
requirements of independence and do not have conflicts of interests with the
assessed areas.
results of the audits must be analysed and evaluated in order to:
propose and implement specific corrective measures/actions,
verify the effectiveness of previous measures/actions.
Senior management is aware of the results of audits and take overall responsibility for
implementation of changes to the SMS.
Audits are planned so as to achieve the scheduling without extraordinary activities; then
feasibility of audits should be practical and realistic, giving priority to:
1) areas where safety performance is lower;
2) areas recently affected by technological, organizational, infrastructural innovations.
Based on choices made and the results of monitoring activities (monitoring and auditing)
there may be the need of safety improvement in specific areas.
It is therefore to be developed a final process for the development, approval and monitoring
of corrective actions by activating a virtuous circle of safety.
In this aim, the safety control process must evaluate the effectiveness of implemented plans.
The results of these evaluations will be integrated into the process of improvement and
should be taken into account for the development of:
need of appropriate budgetary resources for the implementation of necessary

interventions;
Development and refinement of Safety Plans (see paragraph 3.13) for the following year
to allow the implementation of the interventions in the best due date;
approval by the appropriate levels of the organization of recommended corrective action.
3.13 Safety documents
Processes and procedures describing activities, having direct and indirect effects on railway
safety, should be considered as relevant parts of the SMS, both at an organisational and
operational level.
For SMS documentation the following principles should be applied:
- Format, preparation, distribution and control of changes should be defined

beforehand,
- The documents should be regularly monitored and updated,
- All relevant documentation should be collected and stored/archived.
Considering the characteristics of Ethiopian Railway Network (extent, complexity, progressive

growth) the following documents pertaining SMS need to be considered:
- Safety manual;
- Safety plans
- Safety reports;
Features of these documents and procedures for their drawing up will be described in
following paragraphs.
The above documents will contain necessary elements to define and describe characteristics
of applicable SMS. They will also contain at least reference to:
- SMS procedures and other procedures applicable at company level;
- audit and monitoring results;
- documents related to implementation of corrective/preventive actions;
- any other operational document that is necessary to ensure compliance with

applicable rules (rule books, route books, safety orders, etc.);
- applicable standards;
- any other technical document that is related to life-cycle of equipment and operation
and with risk analysis.
3.13.1 Safety Manual
At the outset we clarify that in the Deliverable of Task 2 about Safety Plan, the wording
Safety Case has been adopted to indicate a document that in this Deliverable has been
called Safety Manual (Safety Case is more generic and it refers to the whole safety
methodology related to SMS; Safety Manual is in line with EU terminology).
3.13.1.1 Features of the Document

The central problem that the whole process of SMS implementation will take care is the
development of the document Safety Manual. Compiling such a document springs as a
logical consequence of the methodological process shown so far; if the Safety Plan
represents the annual objectives and choices for improving safety, the Safety Manual is the
permanent record by which the Company show itself and governmental organs the possess
of the qualities to manage safety of rail.
The document we are speaking about should contain all the elements and special qualities to
ensure safety in various areas of operations and these qualifications retain validity over time.
By the Safety Manual, the company must therefore be capable of knowing the standards to
be met to ensure the agreed safety levels, and how it is possible to check whether the
measures put in place continue to operate as intended.
Documentation must be able to guarantee the traceability of the SMS process. For this, the
Safety Manual has to be updated quickly and appropriately whenever a significant change
occurs in the technical, operational and organizational level, even if the change does not
directly affect operational safety.
3.13.1.2 Proposed document structure and procedures to draw up the Safety Manual
In particular sections characterizing a Manual Safety are:
Section 1 Description of businesses (activities of the railway organization);
Section 2 Safety targets (description of the safety objectives);
Section 3 Safety planning;
Section 4 Safety evaluations;
Section 5 Safety management.
In addition, a Safety Manual should contain the modality for its controlled distribution and
entities involved in its updating.
In a first step a Safety Manual can be written for the whole railway system. In a segmented
railway reality every operator, including the infrastructure manager, must prepare Safety
Manual. Procedures and agencies for the approval of such documents are part of Task 4
(regulatory framework).
Contents of the different sections are described as follows. AS ANTICIPATED IN THE

PREVIOUS PARAGRAPH, SOME PARTS CAN BE CONSTITUTE DIRECTLY BY
TECHNICAL DOCUMENTS TO BE USED AS A REFERENCE
Section 1 - Description of Business
The description of railway operations must contain the answer to the questions:
what will be done (activities, services);
by what it will be done (infrastructure, rolling stock, equipment, facilities);
as it will be done (operational procedures, management systems);
who will (staff);
where it will be done (location of lines, stations);
who is involved later (interfaces with other operators).
Therefore there will be a description:
of types of activities currently performed or to be performed by the railway organization.

This description clarifies the type, characteristics of each activity and the risks involved.
illustrating the distribution of roles and responsibilities.
all major processes depending on the type and quantity of services provided.
processes and tasks that present a safety risk associated with the type of activity /
service offered.
For a description of certain parts, if any, it may be sufficient to mention other reference
material updated and used for railway operations (eg. Route books, etc.) or refer to the
Section Safety Management Rules and Procedures (see below).
This description should provide enough information even to prepare / organize internal
audits.
In particular, the description of the main processes related to safety must be able to provide
knowledge of:
Infrastructure sector
management activities related to train running and regulating the operation in normal and
degraded conditions at the best level of quality and efficiency;
management of maintenance activities and improvement of the infrastructure, at the

highest level of quality and efficiency, in the following areas:
- Track Engineering Structures Buildings;
- Signaling;
- Electric traction;
- Telecommunications;
working of the organization, able to link all the activities and processes of competence of
the various operators in order to reduce the risk of incidents;
staff recruitment in accordance with the regulations.
guarantee that the qualities of physical and psychological requirements are obtained and
maintained over the time,.
management of professional staff competences necessary to ensure knowledge of

regulations and requirements that discipline railway operations, adequate knowledge of
facilities, resources and lines on which the service runs.
data management of staff who carried out activities with safety implications, when
performing and registration of missions;
Management of resources running on track exclusively for construction and maintenance

of infrastructure and compliance with maintenance plans and related control.
Ensuring compliance with the legislation in force for the operation of work sites.
network development projects consistent with guidance, technical harmonization of

transport, which come from the laws and the governmental bodies.
Managing relationships, about safety aspects, with BU / Subsidiaries charged of

Transport;
in the area of own jurisdiction and competence, management of activities of inspectorate

and monitoring on BU / Subsidiaries charged of Transport.
Transport Sector
fleet management according to the characteristics of approval and working requirements.

planning of operations or changes in terms of:
- Safety;
- Interface with the railway infrastructure (wheel / rail pantograph / catenary, loading
gauge, axle load, type of traction);
- Maintenance plans taking in account the operational feedbacks of rolling stock,
to be submitted to the approval of the BU charged of Infrastructure.
managing logistics of maintenance / repair consistent with the rolling equipment and
services to operate.
compliance with maintenance and inspection plans of rolling stock.
availability of appropriate technical protection which monitors compliance with maintenance

plans and monitors and ensures, through a reporting system of malfunctions and failures, the
maintenance over time of the technical characteristics of the rolling stock.
working of the organization, able to link all the activities and processes of competence of
the various operators in order to reduce the risk of incidents;
staff recruitment in accordance with the regulations.
guarantee that the qualities of physical and psychological requirements are obtained and
maintained over the time,.
management of professional staff competences necessary to ensure knowledge of

regulations and requirements that discipline railway operations, adequate knowledge of
facilities, resources and lines on which the service runs.
data management of staff who carried out activities with safety implications, when
performing and registration of missions;
Ensuring compliance with the legislation in force for the operation of work sites.
network development projects consistent with guidance, technical harmonization of

transport, which come from the laws and the governmental bodies.
Managing relationships, about safety aspects, with BU / Subsidiaries charged of

Infrastructure;
Section 2 - Safety Targets
This section refers to process for determination of safety targets described in paragraph 3.4.
In this section of the Safety Manual, specific and measurable safety targets have to be
indicated. Targets will be evaluated for the identification and classification of risk.
In particular, to set targets after the first years of operation:
the average value of safety indicators during the last ten years should be taken as a
reference not to be exceeded,
set specific priorities to critical sectors to be brought into the field of negligible.
The objectives will be updated each year and form the basis for drafting the Safety Plan.
Section 3 - Safety Planning
The safety planning must be mastered in order to achieve, as far as reasonably practicable,
the continuous improvement of the SMS. For this purpose take into account the results of
monitoring and analysis of important safety data and establish a process to correct
deficiencies that were discovered.
The description of the action planning, resources, deadlines are subject to a Safety Plan. For
a description of such a document see paragraph 3.13.2.
Section 4 - Safety Evaluations
This section of Safety Manual must highlight that railway system maintain its safety qualities,
both in normal and degraded conditions; in particular, it must be shown that any element
involved in the various risks are controlled and the likelihood that adverse events for safety
remain within the level negligible.
In detail it is necessary:
provide the methodology and the criteria adopted for risk assessment;
prepare a list of Hazards (conditions and situations of potential adverse events for
safety) and indicate, for each of them:
- Description of Hazard;
- The possible consequences;
- The risk category assigned there;
- Recommended actions for minimizing risk and entities charged to put in place;
- Actions implemented and the date of completion;
List of Hazards must be used for traceability and for use in case of specific audits.
identify hazards, assess and classify risks.
Procedures for revision of the assessment process should be stated.
An example of a generic hazard list for railway operation is provided below. This list has
been derived from the ERA (European Railway Agency) document Collection of examples of
risk assessments and of some possible tools supporting the Common Safety Method
Regulation. The list was suggested within the project ROSA (Rail Optimisation Safety
Analysis).
The list is only given here as an indicative example that may serve as a help for the actors
when they have to identify hazards for a particular project.
01 - Initial wrong Determination of speed limit (related to infrastructure)
02 - Wrong Determination of speed limit (train related)
03 - Wrong braking distance determined /wrong speed profile / wrong braking curves
04 - Insufficient deceleration (physical causes)
05 - Wrong/ inappropriate speed/ brake command
06 - Wrong speed registered (wrong speed train)
07 - Failure of speed limit communication
08 - Train rolls away
09 - Wrong travel direction/ intentional backwards moving - (combination of hazards 08 and

14)
10 - Wrong absolute/ relative position registered
11 - Train detection failure
12 - Loss of train integrity
13 - Possible wrong route for train
14 - Failure in transmission/communication of timetable/MA (movement authority)
15 - Track structural failure
16 - Broken switch component
17 - Wrong switch command
18 - Wrong switch status
19 - System object on track / within loading gauge (excl. ballast)
20 - Foreign object on track / within loading gauge
21 - Road traffic user on level crossing
22 - Slipstream effects on ballast
23 - Aerodynamic forces impact on train
24 - Train equipment/ element/ loading infringes loading gauge of train
25 - Inappropriate loading gauge dimension for train (wayside)
26 - Wrong distribution of loading
27 - Broken wheel, broken axle
28 - Hot axle/ wheel/ bearing
29 - Failure of bogie/ suspension, damping
30 - Failure of vehicle frame/ car body
31 - Trespassing (security-aspect)
32 - Authorised person crosses track
33 - Staff working on track
34 - Unauthorised person intrudes track (negligence)
35 - Person falls from platform edge onto track
36 - Slipstream/ person too close to platform edge
37 - Staff working near track e.g. neighbouring track
38 - Person leaves train intentionally (excl. passenger exchange)
39 - Person falls out of (side) door
40 - Person falls out of door in end wall
41 - Train leaves/ rolls with open doors (uninfringed loading gauge)
42 - Person falls in gangway area between two cars
43 - Passenger leans out of door
44 - Passenger leans out of window
45 - Staff/ train attendant leans out of door
46 - Staff/ train attendant leans out of window
47 - Shunting staff on vehicle leaning out from step
48 - Person falls/climbs from platform into gap between vehicle and platform
49 - Person falls out of/ leaves train without presence of platform
50 - Person falls in door area at passenger exchange
51 - Train doors close with person in door area
52 - Train moves during passenger exchange
53 - Possibility of person hurt in train
54 - Fire/ explosion hazard (in/ at train) - accident category, consequence of hazards 55, 56
55 - Inappropriate temperature (in train)
56 - Intoxication/ asphyxiation (in/ at train)
57 - Electrocution (in/ at train)
58 - Person falls on platform (excluding passenger exchange)
59 - Inappropriate temperature (on platform)
60 - Intoxication/ asphyxiation (on platform)
61 - Electrocution (on platform)
With reference to this deliverable, in paragraph 3.6 there is a description of the process for
the identification, management and control of risks. This description provided support for the
development of this Section.
Section 5 - Safety Management
In this section of Safety Manual should be described as the activities involved by the SMS
are carried out, including the procedures for completing activities, documentation and
dissemination of information. For such a description summaries, reminders to the rules and
procedures of the organization can also be used. Topics to be developed are at least:
person of reference for the Safety Manual
He/she is the legal representative of the company. Responsibilities for data collection,
internal processes and communications (within company or to other external entities) may be
delegated. For these delegations, persons and functions delegated must be specified by
clearly specifying the boundaries of delegation itself.
With reference to this deliverable, criteria and conditions for the definition of characteristics
for the responsibility, authority and obligations for safety are described in paragraph 3.5
where we also recall that these aspects should be evident in the organizational charts (chain
of responsibilities and functional relationships) and missions of the company.
Safety Policy
With reference to this deliverable, criteria and procedures for defining the safety policy is
described in paragraph 3.3.
Rules and Procedures
With reference to this deliverable, the definition of these aspects (including in particular the
type of management and distribution of safety rules) is included in the paragraph 3.9
To describe the procedures for updating the rules it may be sufficient to mention the
references to railway regulatory framework.
Process Risk Assessment
With reference to this deliverable, in paragraph 3.6 there is a description of the process for
the identification, management and control of risks. This description provided support for the
development of this Section.
In particular, the person / s who have responsibility for monitoring the risk assessment and its
review process must be designated.
Accident Investigation
This section describes the procedures for conduct of accident investigations including
indications for:
- Arrangements for the appointment and qualifications of members responsible for the
investigation;
- The structure of investigation reports (for analysis and comparison);
- Entities recipients of the reports;
- Deadlines for delivering the reports.
Internal monitoring of safety
For this subject the section must indicate the criteria adopted for monitoring and mode of
data collection, based on the terms defined in paragraph 3.10 of this deliverable.
In particular (taking into account the objectives of safety, characteristics of the available
technology and the organization set up), the section must give directions to the structure of
the forms of data, the technical standard to follow, the frequency of collection, entities
recipients of the data for analysis and evaluation.
The structure should give preference to solutions for comparisons and trend assessment.
Emergency Planning
The section should describe how the planning of activities for emergency management is
carried out; i.e.:
- Appointment of the person / s with responsibility for the development and updating of
emergency plans;
- Work in synergy between different BU / Subsidiaries
- Training of staff charged to intervene in case of accidents or incidents;
- perform alert exercises and simulation test to assess the effectiveness of emergency
plans;
- in case of particularly serious accidents establish actions to manage involved areas

(including the terms of communication and interface between the different entities,
victim assistance, passengers, staff, safeguard evidence, etc.).
Fire Safety
Under the rules for railway, describe the procedures for risk assessment in this area and
proposed solutions (equipment, procedures, training) both at infrastructure and train levels.
Personal protective equipment
Under the rules for railway, describe the procedures for adoption of personal protective
equipment and its proper use where necessary. Method for maintaining the effectiveness of
these devices should also be described.
Health care service and emergency health
Describe the procedures of the organization for health care (e.g. Indication of the type and
frequency of medical examinations) and for emergency (available equipment, skills and
training of staff, relationships with non-rail entities, relations with other subjects emergency).
Competencies and training
With reference to this Deliverable, aspects related to the identification of competencies and
methods for training and supervision are contained in paragraph 3.7. The Safety Manual
must mention the internal documents of the railway organization that regulate this.
Information and Communication
Aspects relating to the information as well as the employee participation and consultation are
contained in paragraph 3.8
In the Safety Manual should describe the process established by the unit charged of these
tasks, to achieve these goals.
Suppliers
The section should describe the selection criteria, monitoring and review of performance of
providers of goods and services concerned with safety including causes of resolution of
contracts in case of lack of qualified safety. In particular the company should have:
- considered all the safety aspects (technical and human factor) of their supplies;
- specified safety data involved
- performed all controls to verify that conditions of uncontrolled risks are not introduced
into the rail system.
Change management in the organization and operation
The section should define the terms of validating proposed changes to the organization and
the process of operation with the aim of verifying that the risks associated with the said
amendments are identified and assessed.
Traceability of documentation
The means of monitoring safety documentation are explained (including updates,

integrations, distribution and repeal).
It was noted that the procedures for management of documents rules and procedures for
the operation, organization, training, support facilities, safety, etc., can be described in
dedicated documents; in this Section of the Safety manual simply indicate callbacks to such
documents.
For managing the Safety Manual itself see the last part of this paragraph Accessing and
updating of Safety Manual.
Internal Audit
For the definition of these aspects can be referred to paragraph 3.12 of this deliverable.
Audit activities concern the organization, personnel, facilities.
In particular, it is necessary to describe the skills of auditors and, with specific reference to
the technical aspects, describe the characteristics and skills required to carry out particular
types of audits.
The section should also state the terms of the release of audit results at the suitable
company levels to evaluate the effectiveness of corrective actions proposed, deciding time e
modalities of completion.
Distribution and Updating of Safety Manual
There should be a list containing the names of internal business units and external recipients
of Safety Manual, with the aim of ensuring that the distribution should be made in a controlled
way.
Safety Manual must be updated each time its content becomes outdated or incomplete (e.g.
in case of introduction of new equipment or activities, significant changes in terms of risk
management, organizational structure, adoption of new technologies).
In such situations it is important that the review of the Safety Manual coincides with (or better,
anticipate) the implementation of changes, specifying, in the latter case, the date of entry into
force of the amendment. For modifications to be implemented urgently, if any, in parallel with
the implementation of the changes, you must at least explain the parts of the Safety Manual
to be updated without undue delay.
3.13.2 Safety Plans
3.13.2.1 Features of the document

In paragraph 3.4 we described the process to set objectives and for planning safety initiatives
to be clarified for the quantitative and qualitative aspects in a Safety Plan. Here we
present a proposal for the structure of such a document.
Safety Plan should be finalized, as all activities under the SGS, as far as reasonably
practicable, to the continuous improvement of safety and be based, for its development, on:
Regular analysis of the SMS, as often as necessary;
the arrangements for monitoring and analysis of important safety data;
how to correct deficiencies that were discovered;
how to implement new safety methods and lessons learned from the experience;
the findings of internal audits to be used to improve the SMS.
The Safety Plan must provide for the assignment of safety objectives at all levels of the
corporate structure; it must also establish criteria for monitoring of performance related to the
objectives and their update.
3.13.2.2 Procedures to draw up the Safety Plan

Plan safety must be developed according to the following structure:
Declaration of safety targets (individual and aggregate) adopted as a reference;
Assign safety objectives at the right levels of the corporate structure;
Identification of the most suitable initiatives to achieve the objectives and obtaining the
necessary budget;
Planning the activities necessary to achieve the initiatives;
Assignment of responsibilities for the conduct of activities;
List of hazardous events and their resolution status;
List of corrective actions proposed but not yet implemented, specifying the reasons and
actions to complete;
Identification of criteria for monitoring safety performance;
Describe modalities of evaluation of the effectiveness of initiatives and their update in

case of the goals are not met;
In subsequent years the Safety Plan must also include:
Identification of new hazardous events related to rail operations and / or significant

changes to the modalities of risk minimization for events already known;
Impact assessment on the safety of any changes (organizational, technical, operational)

proposed;
The actions to improve safety performance;
Updating safety targets.
3.13.3 Safety Report
3.13.3.1 Features of the document

The annual safety report contains the relevant information supplied by the company. The
information provided allows external government agencies, but also the internal structure of
the company itself, to see how the culture of safety and SMS are rigorous and healthy within
the organization submitting the report.
The process provided by the System Safety Management must be able to manage effectively
and quickly all the information / significant data to be collected in order to submit the annual
report timely.
3.13.3.2 Procedures to draw up the Safety Report
In the first stage (establishment of the Safety Management System in the ERC) the Safety
Report could be developed according to the following structure:
Safety Report
Introduction
- Key Elements
- Regulatory References
- Entities to whom the document is addressed
Information about the network and development of the rail sector
- Situation of the network operated and planned developments
- Essential characteristics of the infrastructure management
- Essential characteristics of railway transport
Organization for Safety
- Presentation of the unit charged of Safety
- Relations between the unit charged of Safety and key partners
Summary - General Trend Analysis
- Serious accidents that have marked the year and their consequences
- General level of traffic
- Comparison (increase or decrease) with other years
- Detailed data for trend analysis to resume the chapter Evolution of rail safety
Evolution of rail safety
- Actions and initiatives to improve safety performance, conducted in the year of

reference
- Major projects launched (in relation to activities related to infrastructure management

and railway transport) having a significant impact on the level of safety including:
- Investments increasing and renovating the network and rolling stock
- Prevention of individual accidents
- Prevention of train accidents (passenger and freight)
- Securing sites for transport of dangerous goods
- Securing tunnels
- Securing the Environment
- Taking into account the impact of security aspects on rail safety
- Investments related to the implementation of follow-up actions after critical events

or recommendations arising from investigations
- Report on the implementation of safety methods for the identification and assessment
of risks
- Development of legislative and regulatory framework
Detailed data of trend analysis
- Overview of performance and trends (comparisons between years, sectors, territorial

areas)
- Accidents presented by type
- Rate of accidents
- Serious injuries and casualties
- Precursors of accidents (e.g. signals passed at danger)
Description of supervision on the rail system
- Checks (audits and inspections) made (number and involved plants).
- Ratio of accomplishment of the planned program
- Reports of BU Infrastructure and BU Transport and mutual comparison of findings
- Measures taken after the checks made
Conclusions
- Feedback from the whole of all stakeholders
- Priorities, Recommendations
Any information contained in specific sections of the Report may be optionally included in
attached Annexes that can include mainly:
ANNEXES TO SAFETY REPORT
- Network Map
- Traffic Data
- Organization
- Relations between unit charged of Safety and partners
- Digital data and safety indicators
- Definitions used in the report
- etc.
The structure of the report of the safety may change over the next steps in the organization of
the safety (establishment of the Ethiopian Railway Network Authority). In such a case the
suggested proposal indicates main areas of interest of Safety Report to meet legal
requirements. Then it should contain:
a) information on how the organisation's corporate safety targets are met and the results of
safety plans;
b) the development of national safety indicators, as far as it is relevant to the reporting

organisation;
c) the results of internal safety auditing;
d) observations on deficiencies and malfunctions of railway operations and infrastructure

management that might be relevant for the Authority.
CHAPTER 4. PERSONNEL DESCRIPTION
4.1 Workshop
WORKSHOP 1
Workshop Head
ELECTRIC TRACTION &

TRACK & CIVIL WORK SAFETY & SECURITY SIGNALLING & TLC
POWER SUPPLY
Equipment Dep. Leader ET & ETS Dep. Leader Security Dep. Leader Signalling & TLC Dep. Leader
Work Department Foreman ET & ETS Maint. Technician Security Maint. Dep. Worker Signalling & TLC Maint.
Technician
Equipment Maint.
Technician Security Maint. Dep. Worker Signalling & TLC Maint.
ET & ETS Maint Worker
Worker
Equipment Maint. Worker
Security Maint. Dep. Worker Signalling & TLC Maint.
ET & ETS Maint Worker
Worker
Workshop:
The Workshop Head has to:
coordinate, check, supervise the implementation of activities which:
- realization and management of the tracks work,
- execution of regularity and continuity of the operation infrastructure and the

efficient maintenance of the same,
- the compliance of laws and regulations activities to ensure the safety of traffic
management and rail operations,
- the regularity and continuity of the operation and the efficient maintenance of the
same.
Further necessary work figures are:
1) TRACK & CIVIL WORK
EQUIPMENT DEPARTMENT LEADER
This role coordinates the activities of realization and management of the tracks work
programs provided in the Annual Activity Plan and oversees, for this purpose, the use of the
employees and the activities of the workers of the Operation Plants.
WORKS DEPARTMENT FOREMAN
The role is responsible for regularity and continuity of the infrastructure operation and the
efficient maintenance of the same. It oversees the use of the employees and the activities of
the workers of the Plant Operation (Sideway or Areas).
EQUIPMENT MAINTENANCE TECHNICIAN
The role executes equipment works based on the daily programs of activities.
EQUIPMENT MAINTENANCE WORKER
The role performs technical operations of equipment based on the daily schedule of assigned
tasks
2) ELECTRIC TRACTION & POWER SUPPLY
ET & ETS DEPARTMENT LEADER
The role is responsible for regularity and continuity of the operation infrastructure and the
efficient maintenance of the same. It oversees the use of the employees and the activities of
the workers of the Operation Plants (Electric Traction & Electric Traction Substations).
ET & ETS MAINTENANCE TECHNICIAN
The role realizes the maintenance of ET and the Electric Traction Sub-Station based on the
daily programs of activities.
ET & ETS MAINTENANCE WORKER
The role performs technical activities of maintenance (TE and Electric Traction sub-station)
based on the daily program of assigned task.
3) SAFETY & SECURITY
SECURITY DEPARTMENT LEADER
The role is dedicated to the operational coordination of laws and regulations activities to
ensure the safety of traffic management and rail operations.
SECURITY MAINTENANCE DEPARTMENT WORKER
The role performs the operating activities of the operation security department
4) SIGNALLING & TLC
SIGNALING & TLC DEPARTMENT LEADER
The role is responsible for regularity and continuity of the operation and the efficient
maintenance of the same. It oversees the deployment of personnel and activities of the
employees of Operation Plants (Signaling and TLC).
SIGNALING & TLC MAINTENANCE TECHNICIAN
The role realizes the signaling & TLC maintenance based on daily programs of activities.
SIGNALING & TLC MAINTENANCE WORKER
The role performs technical activities of maintenance (Signaling & TLC) based on the daily
program of assigned task.
Heavy maintenance and maintenance Machineries:
Necessary work figures are:
DIAGNOSTICS DEPARTMENT CHIEF
The role is responsible for planning and implementation of diagnostics activities . The role
manages employees, the organization activities and work shifts scheduling. It analyzes and
evaluates the results of the diagnostics performed. The role identifies the problems and
proposes actions for improvement.
DIAGNOSTICS TECHNICAL MANAGER
The role coordinates the operations of diagnostic on the basis of daily planning.
DIAGNOSTICS SPECIALIST
The role is dedicated to the development of diagnostic systems and equipment.
PASSENGER OPERATION:
DRIVING CREW:
COORDINATOR
Coordinates the driving crew distributed on the territory, making sure the proper distribution
of workloads.
DRIVERS HEAD
Training needs process management for the Drivers and elaboration of its plan of action.
Monitoring the effectiveness of the training provided, analyzing variances, identifying
improvement actions. Analysis of the drawbacks of operation and development of proposals
for the removal of the causes generating. Assistance during the activities of the Drivers
assigned. Teaching for the training defined. Check the regular supply of the service
documents and updates technical regulations for Drivers. Support for the analysis of the
drawbacks of operation and development of proposals for the removal of the causes
generating.
DRIVERS
Compilation of documents relating to the activities during their service. Conducting

Locomotive consistent with the qualifications prescribed, consistent with the rules and
regulations laid down, the signals, the maximum permissible speed and fixed hours, ratings
for locomotives achieved as well as the requirements of circulation Infrastructure Division of
ERC. - Detection of technical failures of the locomotive during the train travel and activation
measures for the solution. Check, before departure and consistent with the requirements,
the conditions of the locomotive, switch on it, immobilization stationing security - material
towed - responsibility on the convoy - brake test.
CABIN CREW:
COORDINATOR
Coordinates the shunting crew distributed on the territory, making sure the proper distribution
of workloads.
TRAIN CHIEFS
Assessment of train conditions and the regularity of the accompanying documents,

acquisition of the requirements of movement, performing brake test if necessary. diffusion
of customers Information, supervision and management of on board inefficiency, verification
of additional services. - Support Drivers in the cases provided. Payment of money collected
by the Conductors upon arrival at the facility or membership. - Monitoring of the regularity of
the movement of the train and their schedules, completing the accompanying train
documents. - Monitoring the safety of persons and property of the customers with the Police
request assistance for critical situations. - Convoy management - monitoring and control the
services provided by third parties on board the train - control and intervention in the shunting
activities of in particular situations.
CONDUCTORS
Customer Service and information (for example welcome activities and address to the seat).
- Tickets control and regularization of non-compliant situations (tickets payment
management) and deliver the amount of money collected to the Chief Train. - Monitoring the
safety of persons and property of customers, with involvement of the Train Chief to critical
situations. i) - control and intervention in the shunting activities of in particular situations.
FREIGHT OPERATION:
DRIVING CREW:
COORDINATOR
Coordinates the driving crew distributed on the territory, making sure the proper distribution
of workloads.
DRIVERS HEAD
Training needs process management for the Drivers and elaboration of its plan of action.
Monitoring the effectiveness of the training provided, analyzing variances, identifying
improvement actions. Analysis of the drawbacks of operation and development of proposals
for the removal of the causes generating. Assistance during the activities of the Drivers
assigned. Teaching for the training defined. Check the regular supply of the service
documents and updates technical regulations for Drivers. Support for the analysis of the
drawbacks of operation and development of proposals for the removal of the causes
generating.
DRIVERS
Compilation of documents relating to the activities during their service. Conducting

Locomotive consistent with the qualifications prescribed, consistent with the rules and
regulations laid down, the signals, the maximum permissible speed and fixed hours, ratings
for locomotives achieved as well as the requirements of circulation Infrastructure Division of
ERC. - Detection of technical failures of the locomotive during the train travel and activation
measures for the solution. Check, before departure and consistent with the requirements,
the conditions of the locomotive, switch on it, immobilization stationing security - material
towed - responsibility on the convoy - brake test.
SHUNTING CREW:
COORDINATOR
Coordinates the cabin crew distributed on the territory, making sure the proper distribution of
workloads.
SHUNTING COORDINATOR
Inspection, testing, monitoring of functional activity at the start of the train. - Operational
management of the exercise program through the integration of the activities of maneuver
training train and verification.
SHUNTER
Execution of the operations of coupling and uncoupling of rolling stock. - Selection and
handling of rolling stock - locomotives trains of Conduct / maneuver, limited to operations
within the system of service.
MAINTENANCE PLANT
Key Experts
MAINTENANCE PLANT
INDODE or NAGAD
Maintenance Plant Head
PRODUCTION LOGISTICAL & MAINTENANCE OPERATION PLANNING

Maintenance Technical Registry Rolling Stock Programmer Maintenance
Manager Shunting Coordinator System
Manager
Head of Cleaning Team
Analyst Maintenance
Process 1 Shunter 1 Operator Examination 1
Cleaner
Head of Technical Team 1 Analyst Maintenance

Process 2 Shunter 2 Operator Examination 2
Electronic Worker
ElectromechanicalWorker Analyst Maintenance
Process n Shunter n Operator Examination n
MechanicalWorker
Head of Technical Team n
Electronic Worker
ElectromechanicalWorker
MechanicalWorker
ROLES AND RESPONSIBILITIES
HEAD OF TECNICAL TEAM
Organization of the work of teams covering maintenance and operational management of the
staff shifts; hourly schedule (also required materials) and production (quality and timing) of
the maintenance current, restyling / revamping required / necessary; Bare signaling and
resolution of corrective actions implemented, in addition to those required for current
scheduled maintenance; running current maintenance and repair of rolling stock; control and
optimization of resources (people, materials and technologies) and entrusted constant
supervision order, the cleanliness and the fungibility of the areas of expertise and facilities;
monitoring and control, in the area of competence, compliance with company standards,
safety and the environment by personnel assigned or in transit (both internal and external to
the department and the company); control of compliance of any outsourcing performance of
maintenance activities on rolling stock; training and monitoring of technical skills and
qualifications of staff.
MAINTENANCE WORKER (Electronic, Electromechanical, Mechanic, Etc.)
Perform maintenance and repair of rolling stock. Management and monitoring of the activities
of cyclic maintenance and repair components.Management and monitoring of the activities of
maintenance (scheduled and corrective).
HEAD OF CLEANING TEAM
Through the coordination of cleaners ensures the whole process of cleaning the passenger
and freight trains. Washing and cleaning will be provided for daily/periodic internal and
external cleaning for freight and passengers trains. For passengers trains the facility will
include provision for the following: automatic washing system; automatic under frame
washing system jet spraying the underside of all vehicles as they pass through the washing
area; system for collecting and disposing of the discharge of effluent from the locomotives
CET tanks; pneumatic sanding system with stations located adjacent to each track to fill sand
container; automatic refueling system with stations located adjacent to each track to fill sand
container; manual washing system; automatic under frame washing system jet spraying the
underside of all vehicles as they pass through the washing area.
CLEANER
Perform all activities related to washing and cleaning of sheds for daily / periodic internal and
external, for freight and passenger trains. Perform the collection and disposal of waste
effluent from locomotives cet tanks, dealing with the supply of sand for sanding system
pneumatic system of manual washing jet for the bottom of all vehicles passing through the
washing area.
REGISTRY ROLLING STOCK MANAGER
Coordination of Analyst Maintenance Processes. Analysis and classification of parts of the

rolling stock / data of the rolling stock and associated update / insert management
information systems in association with verification and documentation of the technical
update of the material type, from parts to repair or consumption data entry relating to
changes to the material rolling stock, technical analysis for the annual evaluation of the
proposed materials for radiation and for the inventory. Collection and transmission of data,
relating to the disinvestment process applied to the rolling stock.
ANALYST MAINTENANCE PROCESSES
Processing, review, storage and preservation of Maintenance Plans / Specifications, the

consequent updating of the work cycles and technical and temporal references to the
Maintenance Plans in relation to rolling stock assets. Review and verification of the technical
documentation (maintenance manuals of 1st and 2nd level, data sheets, etc..), prepared by
the manufacturer of the new rolling stock. Diffusion controlled and formalized the provisions
and requirements of maintenance of competence and its updates, and its management
(review, verification, updating, archiving and preservation). Coordination and interface with
suppliers and designers of new rolling stock, by definition, maintenance plans and schedules.
SHUNTING COORDINATOR
Inspection, testing, monitoring of functional activity at the start of the train. - Operational
management of the exercise program through the integration of the activities of maneuver
training train and verification.
SHUNTER
Execution of the operations of coupling and uncoupling of rolling stock. - Selection and
handling of rolling stock - locomotives trains of Conduct / maneuver, limited to operations
within the system of service.
PROGRAMMER MAINTENANCE SYSTEM
Definition of additional activities and extra standard on rolling stock / parts, through the
allocation of its time and labor required to Programming Maintenance Cyclic opening of its
production orders. Control and technical examination and / or diagnostic receipt of rolling
stock and components to repair internal audits and technical state of rolling stock as provided
by the audit plans, identifying the needs of and intervention materials and placing them in the
system.
Definition and verification of items and the associated quantities of spare parts required for
the periodic maintenance of the rolling stock.
Testing of rolling stock / component at the end of work and issue the certificate of resolution
of the outgoing product by the Workshop on the basis of the specific intervention and
specifications / standards. Control and technical examination and / or diagnostic receipt of
rolling stock and components to repair internal audits and technical state of rolling stock as
provided by the audit plans, identifying the needs of and intervention materials and placing
them in the system. Definition and verification of items and the associated quantities of spare
parts required for the periodic maintenance of the rolling stock. Testing of rolling stock /
component at the end of work and issue the certificate of resolution of the outgoing product
by the Workshop on the basis of the specific intervention and specifications / standards.
OPERATOR EXAMINATION
Control / technical examination on receipt and verification techniques of rolling stock in

accordance with the plans of verification in order to identify the needs of and intervention
materials and placing them in the system; checks on materials installed by outside
contractors and the activities carried out by third parties on the stock, verification of rolling
stock on completion of work to the issuance of the certificate of resolution of the outgoing
product from the Plant. Registration Book of Edge of each train of all interventions. The Book
of Edge must be used, together with the labels in the cases provided for the reporting of non-
conformities found on the cars and service vehicles. The Railway Undertaking must ensure
the presence, integrity and the proper compilation of the Book of Edge.
In the following scheme it is illustrated the number of HR necessary to conduct Operation and
maintenance activities.
Passenger Service 2016 Personnell
Driver 20
Train Chief 14
Conductor 28
Rolling Stock Maintainers 16
Passenger Service 2021
Driver 36
Train Chief 26
Conductor 51
Freight Service 2016
Driver 18
Train Chief 13
Shunter:
Sebeta 10
Awash 10
Dire Dawa 5
Djibouti 10
Modjo 10
Freight Service 2021
Driver 26
Train Chief 19
Shunter:
Sebeta 15
Awash 15
Dire Dawa 5
Djibouti 10
Modjo 15
CHAPTER 5. COMMERCIAL
Passengers/day on the road section (projections)
ADDIS ABABA - AKAKI AKAKI -DEBRE ZEIT DEBRE ZEIT - MOJDO

Year
Passengers Passengers Passengers
2016 433864,5312 267927,8445 190849,3123
2021 645601,8331 398683,6792 283988,796
2032 1361711,254 840908,4744 598992,6291
2043 2507371,967 1548397,526 1102948,458
MOJDO - NAZRIT NAZARETH - AWASH AWASH - MIESO

Year
2016 265896,0375 32515,85203 12386,90862
2021 395660,297 48384,44299 18432,04581
2032 834531,5197 102053,0567 38877,09563
2043 1536655,391 187914,2682 71585,91037
MIESO - ERRER ERER - DIRE DAWA DIRE DAWA - DEWALE

Year
2016 9175,230817 4974,543637 1717,753122
2021 13652,98477 7402,251763 2556,061823
2032 28797,04184 15612,91962 5391,276743
2043 53025,11473 28748,67699 9927,167848
Freight tons/day on the road section (projections)
ADDIS ABABA - AKAKI AKAKI -DEBRE ZEIT DEBRE ZEIT - MOJDO

Year
Freights Freights Freights
2016 358797,664 230056,5565 171773,6135
2021 527323,3446 338113,1066 252454,9222
2032 1067440,537 684429,4675 511034,8716
2043 1860407,143 1192869,698 890665,9368
MOJDO - NAZRIT NAZARETH - AWASH AWASH - MIESO

Year
2016 231240,3179 101517,9196 39149,1451
2021 339852,8756 144450,8285 52863,61201
2032 687951,2155 285590,7466 100194,237
2043 1199007,637 505639,6358 182518,1326
MIESO - ERRER ERER - DIRE DAWA DIRE DAWA - DEWALE
Year
2016 35527,63032 30416,88028 33075,33833
2021 47553,86226 40065,94689 43960,01461
2032 89445,91306 74288,41154 82171,02431
2043 163785,2309 137367,718 151106,0656
PASSENGER TIMETABLE
A tentative timetable has been defined using OpenTrack software. This take into account the
services foreseen in accordance with available rolling stock and line capacity.
The input for the creation of the timetable is:
Number of daily service
Infrastructure configuration (single track between Adama and Djibouti and double
track in the section Sebeta Adama)
Signalling Configuration (has been considered semi-automatic block)
Train type (the provided rolling stock has been take into account)
In the double track section, the signaling system allows the movement of one train between
two station for each direction. According this assumption the capacity of this section is based
on the maximum distance between two station.
In the single track section, has been assumed that the average spacing between two
crossing loops is 30 km.
According with this assumption, the 2021 scenario saturates the line
In the next two pictures are represented the train graph for 2016 scenario, and 2021
scenario.
The timetable has to be considered as mandatory for the passengers service, while for the
freight train it can be considered an hypothesis. The awarded bidder will be in condition to
optimize the freight timetable in accordance with the market demand.
Formatted: Font: (Default) Arial
Formatted: Font: (Default) Arial
PASSENGER PRICE
Carnet of 10
Standard Ticket Weekly travel card Monthly travel card
Km standard tickets
(ETB) (ETB) (ETB)
(ETB)
0-10 29 261 174 580
11-20 36 324 216 720
21-30 42 378 252 840
31-40 51 459 306 1.020
41-50 56 504 336 1.120
51-60 60 540 360 1.200
61-70 67 603 402 1.340
71-80 75 675 450 1.500
81-90 81 729 486 1.620
91-100 87 783 522 1.740
101-125 105 945 630 2.100
126-150 120 1.080 720 2.400
151-175 136 1.224 816 2.720
176-200 153 1.377 918 3.060
201-225 169 1.521 1.014 3.380
226-250 188 1.692 1.128 3.760
251-275 206 1.854 1.236 4.120
276-300 225 2.025 1.350 4.500
301-325 244 2.196 1.464 4.880
326-350 263 2.367 1.578 5.260
351-400 300 2.700 1.800 6.000
401-450 338 3.042 2.028 6.760
451-500 375 3.375 2.250 7.500
501-550 413 3.717 2.478 8.260
551-600 450 4.050 2.700 9.000
601-650 488 4.392 2.928 9.760
651-700 525 4.725 3.150 10.500
Carnet of 10
Standard Ticket Weekly travel card Monthly travel card
Km standard tickets
(ETB) (ETB) (ETB)
(ETB)
701-750 563 5.067 3.378 11.260

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Federal Democratic Republic of Ethiopia

Ethiopian Railways Corporation

Bidding Document for Procurement of

Operations and Maintenance

Addis Ababa Djibouti Railway

Request for Proposals (RFP)

Part 2B: Annexes to ToR (Sections 6)

Proc. Ref. No: OS-ESTS-MS-02/14

Addis Ababa, July 6, 2015

CHAPTER 1. TECHNICAL FEATURES ...................................................................... 9

1.10 Technical Specification of Centre Beam Car .................................................. 53

2 TECHNICAL SPECIFICATION FOR PASSENGER CAR ............................................. 54

2.1.1 General Technical Specification ....................................................................... 54

2.2.1 General Technical Specification ....................................................................... 60

2.3.1 General Technical Specification ....................................................................... 66

2.4.1 General Technical Specification ....................................................................... 72

3.2 Main parameters of locomotive ....................................................................... 79

3.3 Diesel engine main parameters ....................................................................... 80

3.4 Electric Parameters.......................................................................................... 81

3.5 Cooling water system ...................................................................................... 84

3.6 Fuel and oil system .......................................................................................... 85

3.7 Diesel engine air filter system ......................................................................... 85

3.8 Traction Motor Blower ..................................................................................... 85

3.9 Air brake system .............................................................................................. 85

3.10 Bogie ................................................................................................................ 86

CHAPTER 2. OPERATIONAL RULES ...................................................................... 87

2.1.2 General .............................................................................................................. 87

2.1.3 Railway Infrastructure ........................................................................................ 88

2.1.4 Trains and shuntings .......................................................................................... 90

2.2 SECOND LEVEL APPLICATION OF REGULATION ............................................... 106

2.2.2 Safety devices and routings ............................................................................. 106

2.2.3 Routings .......................................................................................................... 106

2.2.4 Permissions of the dispatcher .......................................................................... 107

2.2.5 Operation orders .............................................................................................. 107

2.2.6 Breakings of the tracks ..................................................................................... 107

2.2.9 Delays and accidents of the trains .................................................................... 111

2.2.10 Halving of a train .............................................................................................. 113

2.2.11 Crushing .......................................................................................................... 114

2.2.12 Reconnaissance in line .................................................................................... 115

2.2.13 Illness of the driver ........................................................................................... 115

2.2.14 Rescue of the trains ......................................................................................... 116

2.2.15 Privileged running ............................................................................................ 116

2.2.16 SOME REGISTERS, PROSPECTUSES AND ORDERS concerning the

2.3 SECOND LEVEL - TECHNICAL INTERFACE PROCEDURE ..................................... 137

2.3.2 Notification of changes to the technical-functional features of the railway

2.3.4 Classification of trains ...................................................................................... 142

2.3.5 Load limit gauge............................................................................................... 143

2.3.6 Load limit of the wagons ................................................................................... 143

2.3.7 Transport with special characteristics ............................................................... 144

2.3.8 Maximum permitted speed of the line ............................................................... 145

2.4 SECOND LEVEL - LEVEL CROSSING PROCEDURES ............................................ 145

2.4.2 Level crossings posts ....................................................................................... 146

2.4.3 Level crossing equipment ................................................................................. 148

2.4.4 Level crossing operation .................................................................................. 149

2.4.5 Relations with the staff of maintenance ............................................................ 151

2.5 SECOND LEVEL - SHUNTING PROCEDURE ........................................................... 152

2.5.2 Vehicles parking............................................................................................... 154

2.5.4 Programming of the shuntings .......................................................................... 155