GER Category 3 cheat sheet

Absolute block principle: only one train occupies a block section at a time; the section is released only when the preceding train has passed clear and the signal has been replaced to danger.

Permissive (track-circuit block) working allows following trains into an occupied section only where the line is continuously track-circuited and the driver is authorised by a calling-on or subsidiary signal.

Line clear must not be given until the preceding train has been signalled clear of the section and, where required, the tail lamp has been observed.

Trap points and catch points protect running lines from unauthorised vehicle movements; they normally stand set to derail, and must be restored to that position after use.

Two main protection principles: separation (space interval) and time interval; time-interval working is permitted only under specific degraded-procedure authority.

Emergency protection: place detonators at 2 km (or the distance stated in the rule book) in the direction of approaching trains, then exhibit a red flag/hand signal.

Any signal passed at danger, derailment, collision, fire, or person struck is notifiable immediately; the signaller must be told before any movement continues.

Safety-critical communication uses the closed-loop principle: the receiver repeats back the instruction, and the sender confirms it is correct.

Running signal aspects: green = proceed; double yellow = caution, next signal at caution; single yellow = caution, be prepared to stop at the next signal; red = stop.

A semaphore distant signal at caution means the next stop signal may be at danger; a clear distant signal confirms all associated stop signals are clear.

Track circuits detect occupancy through wheel-axle shunting; axle counters count wheels in and out, and a wrong-side failure can show clear when occupied.

Interlocking prevents conflicting routes: a route cannot be set if the opposing route is set, and a signal cannot clear unless the route is locked and proved.

Flashing aspects (where provided) indicate that the next signal is at red or that a junction route is set; drivers must know the local flashing sequence.

Ground signals (disc or position-light) authorise movement only within station limits or into an occupied section, at caution and prepared to stop short of any obstruction.

AWS/ATP warnings: a horn or audible warning followed by a brake demand requires immediate application of the brakes unless the driver has already acknowledged and the system is satisfied.

Signal sighting: if a signal is not visible at the expected point, the driver must assume it is at danger and stop before passing it.

Route knowledge must cover: signal positions and aspects, junctions, crossings, gradients, speed restrictions, tunnel and bridge clearance, and station stopping points.

Gradient profile determines braking distance: a falling gradient lengthens stopping distance; brake applications must be planned earlier on descending grades.

Permanent speed restrictions are published in the working timetable or route documentation; temporary restrictions are issued by notice and must be acknowledged before departure.

Line speed changes must be anticipated: a reduction applies from the point shown, and the train must be at or below the new speed at that point.

Tunnel and confined-space working requires knowledge of evacuation routes, ventilation, and communication dead spots.

Level crossings: know the type (automatic half-barrier, user-worked, footpath), the strike-in distance, and the procedure if a crossing is obstructed.

Terminal and bay platforms: know the buffer-stop distance, the platform length, and the stopping mark for each train formation.

Route knowledge must be refreshed after significant infrastructure change, and any loss of route knowledge must be reported before working the route.

Braking distance increases with the square of speed: doubling speed quadruples the distance needed for the same deceleration.

Adhesion limits braking and traction; low adhesion occurs with leaf fall, frost, dew, oil, and light rain after a dry spell, and requires earlier, lighter brake applications.

Brake propagation: the brake signal travels along the train, so the rear vehicles apply later; long trains need longer brake build-up allowance.

Use of the dynamic (regenerative/rheostatic) brake reduces wear and heat on friction brakes; friction brakes are reserved for stopping and low-speed control.

Wheel slide protection intervenes when wheels lock; a sustained slide damages wheels (flat spots) and must be reported and inspected.

Power application on steep ascending grades must respect traction motor current limits and cooling; sustained overload can trip protection.

Train handling on curves: centrifugal force increases with speed squared and inversely with radius; cant and permitted speed are set accordingly.

Before moving, confirm brake continuity test and that the train is complete and secure; a brake test is required after coupling or uncoupling vehicles.

If a train is stopped unexpectedly in a section, the driver must protect the line in both directions if possible, then report to the signaller.

Passing a signal at danger requires immediate stop, report to the signaller, and no further movement without explicit authority.

Derailment or collision: secure the train, protect adjacent lines, account for passengers and staff, and request the emergency services through the signaller.

Fire on a train: stop in a position that allows evacuation (avoid tunnels and viaducts if possible), isolate traction power, and evacuate upwind.

Driver incapacitation: use the emergency brake, then the on-board communication to the signaller; a competent person may take control only under defined authority.

Persons on the line or an obstruction: make an emergency brake application, report the location, and do not move until the line is confirmed clear.

Hot axle box, dragging equipment, or a rough ride: stop and examine; do not continue if there is a risk of derailment.

After any incident, preserve the evidence: do not reset systems or move the train until authorised, and record times, locations, and actions.

Safety-critical messages must identify the sender, the recipient, the location, and the time, and must be read back by the receiver.

The phonetic alphabet and standard figure pronunciation reduce error in numbers and locations.

GSM-R emergency calls take priority over all other calls; the signaller must be informed of any emergency call.

The working timetable, weekly operating notices, and special notices are the authoritative source for speed restrictions and engineering work.

Defect and incident reports must be completed before the end of the shift and must record factual observations, not opinions.

Signal box and control logs record the time of each message and the identity of the person giving and receiving it.

When communication fails, the driver follows the degraded communication procedure for that route, which may include stopping at the next signal and using a lineside telephone.

Any instruction that contradicts a published document must be confirmed in writing or by read-back before it is acted on.

Drivers must be medically fit for duty: vision, hearing, colour vision, and cardiovascular fitness are assessed at defined intervals.

Fatigue management: maximum duty hours and minimum rest periods are set by regulation; a driver must declare tiredness before signing on.

Alcohol and drugs: a zero-tolerance limit applies, and random testing may be required; refusal to test is treated as a positive result.

Medication that causes drowsiness or impairs reaction time must be declared to the occupational health provider before duty.

Professional conduct includes reporting near misses, challenging unsafe instructions, and not working while unfit.

Confidential reporting systems (just culture) protect reporters of errors from punitive action except in cases of gross negligence or wilful violation.

Competence must be maintained through periodic assessment and refresher training; lapsed competence must be reported and the driver stood down from that duty.

Personal protective equipment and high-visibility clothing must be worn when on or near the track.