Untitled

4
Republic of the Philippines

Department of Transportation
Philippine Railways Institute
Departmental Competency: Operations

ISBN: 978-621-8038-44-8
All rights reserved. No part of this publication may be reproduced, distributed, or

transmitted in any form or by any means, including photocopying, recording, or other
electronic or mechanical methods, without the prior written permission of the PRI and
publisher, except in the case of brief quotations embodied in critical reviews and certain
other noncommercial uses permitted by copyright law. For permission requests, write
to the Institute, addressed “Attention: Permissions Coordinator,” at the address below.
Department of Transportation - Philippine Railways Institute

+632 8727-7983
[email protected]
Printed by Jenher Publishing House

Manila, Philippines
First Publishing Edition: 2021
i
Message from the Secretary
Over a century ago, the Philippines first laid its rail tracks in the bustling old city
of Manila, making the country a pioneering railroad in Asia. As time went by, due
to the devastation of world war, natural calamities, and decades of neglect, we
have not been able to sustain our pioneering ways.
However, with the strong-willed leadership of our beloved President Rodrigo

Roa Duterte, we are striving hard to bridge the infrastructure gap that has
impaired the country for many years by ushering the Philippines into the
GOLDEN AGE OF INFRASTRUCTURE.
From only 77 kilometers when we assumed office in 2016, we aim to extend the
Philippines’ operational railway length to 1,200 kilometers by the end of
President Duterte’s term.
In this endeavor, the country’s railway workforce will undoubtedly play a crucial
role. We will need your skills, determination, expertise, and most of all,
patriotism, in working together towards bringing back the glory of Philippine
railways.
With a better understanding of the rail’s potential to address economic issues,

with the fundamental knowledge you will be learning in this Institution, and with
the help of the esteemed partners from the Japan International Cooperation
Agency (JICA) expert team, I am sure that we are continuously mustering all vital
factors to build a strong foundation for the Philippine Railway sector—one that
will surely last for generations.
Indeed, development comes in when the rails start rolling. And we are heading in
that direction wherein development is not a far-fetched dream, but a living
reality to make the Filipino life comfortable and convenient.
Mabuhay!
ii
Acknowledgements
Sincere gratitude is extended to the following institutions and individuals:
DEPARTMENT OF TRANSPORTATION
Arthur P. Tugade
Secretary
Garry V. De Guzman
Undersecretary for Finance
Timothy John R. Batan

Undersecretary for Railways
Giovanni Z. Lopez
Chief-of-Staff / Assistant Secretary for Procurement and Project Implementation
Fidel Igmedio T. Cruz, Jr.

Assistant Secretary for Railways
Eymard D. Eje
Assistant Secretary for Project Implementation - Mindanao Railway Project
Goddes Hope O. Libiran

Assistant Secretary for Communications and Commuter Affairs
PHILIPPINE RAILWAYS INSTITUTE

Anneli R. Lontoc
Undersecretary and Officer-in-Charge – Executive Director
Philippine Railways Institute
Leo B. Austria James Kebi D. Ledesma Arnold C. Paglinawan

Maria Carolina P. Arzadon Pritecill Floresa D. Mariano Andrew C. Algado
Karen B. Bitao Israel A. Radiaganding Luisito G. Apacible
Princess May M. Butron Myrachelle Gay T. Santos Erwin B. Manabat
Darwin E. Discaya Agustin B. Soriano Jr Tashana Dominique M.
Jomahc Aquiline E. Lagasca Abel C. Trinidad Villarante
Kimjay M. Lamar
JICA EXPERT TEAM
Takayuki Hagiwara
Project Manager
Oriental Consultants Global
Takahiro Tanisaka
Training Leader
Tokyo Metro
iii
Hideo Akashi
Station Operation
Tokyo Metro
Kosuke Akimoto
Station Operation
Tokyo Metro
Ryo Hashiguchi
Train Operation
Tokyo Metro
Yoichi Mizumachi
Train Operation
Tokyo Metro
Shinsuke Mogi
Safety
Oriental Consultants Global
RAILWAY OPERATORS
Rodolfo J. Garcia †
General Manager
Metro Rail Transit Line 3
Michael J. Capati
Director for Operations
Metro Rail Transit Line 3
Reynaldo I. Berroya
Administrator
Light Rail Transit Authority
Junn B. Magno
General Manager
Philippine National Railways
Juan F. Alfonso
President
Light Rail Manila Corporation
iv
Preface
The Philippine Railways Institute (PRI) instructors developed the Fundamental

Training (FT) course textbooks through the JICA Expert Team's technical assistance,
who provided essential information in the operation and maintenance of a railway
system. This endeavor is done to ensure that all railway personnel comply with the
existing standard and best practices from the local and international railway
organizations to mitigate potential hazards and risks in our railway system and ensure
the passengers' safety.
Topics included are those that are encountered in the daily operation and maintenance
of a railway system. Apart from the topics that hone the railway personnel's technical
skills, there are also non-technical skills discussions to understand the responsibilities
in a railway organization. The topical presentations were done based on the instructors’
expertise and experiences to maximize the efficiency of the learning process.
These textbooks are presented in fourteen (14) volumes as follows:

 Volume 1: Core Competency: Values and Human Skills
 Volume 2: Core Competency: Institutional Framework
 Volume 3: Core Competency: Technical Knowledge and Safety
 Volume 4: Departmental Competency: Operations
 Volume 5: Departmental Competency: Maintenance
 Volume 6: Specialized Competency: Passenger Management
 Volume 7: Specialized Competency: Fare and Ticketing Management
 Volume 8: Specialized Competency: Commercial Train Driving
 Volume 9: Specialized Competency: Non Commercial Train Driving
 Volume 10: Specialized Competency: Tracks and Guideways Maintenance
 Volume 11: Specialized Competency: Buildings and Facilities Maintenance
 Volume 12: Specialized Competency: Power and Supply Maintenance
 Volume 13: Specialized Competency: Signalling and Communications
Maintenance
 Volume 14: Specialized Competency: Rolling Stock Maintenance
The rationale of these textbooks is to ensure that the railway operation and
maintenance personnel possess the required competencies and inculcate the
importance of safety in the railway system.
I wish to extend our heartfelt gratitude to all individuals involved in creating the FT
course textbooks for their tireless and professional assistance in providing the required
knowledge in developing these textbooks. We hope that these could make a big
difference not only on the railway personnel's work performance but also on improving
their understanding of the subject matter.
v
Table of Contents
Copyright Page …………………………………………………………………………………………...……..…...……… i

Message from the Department of Transportation Secretary…………………………………..…….…. ii
Acknowledgements…………………………………………………………………………………………….….……… iii
Preface………………………………………………………………………………………………………………….….……. v
Table of Contents………………………………………………………………….……………………………….....……. vi
List of Figures………………………………………………………………………………...……………………………... ix
List of Tables……………………………………………………………………………………………………………..… xix
UNIT 1: OPERATIONS ORGANIZATION

Introduction…………………………………………………………………………………………….….….…. 1
Overview of Railway Operations…………………………………………………………………………. 1
Typical Railway Operations Organizational Structure……………………………………….. 3
Communications and Coordination Among Railway Operation Personnel…………… 8
Summary………………………………………………………………………………………………………… 11
References………………………………………………………………………………………………………… 12
UNIT 2: PASSENGER BEHAVIOR

Introduction…………………………………………………………………………………………………….. 13
High-Risk Passengers……………………………………………………………………………………….. 14
Strategies in Dealing with High-Risk Passengers………………………………………..……... 29
Passenger Violation…………………………………….……………………………………….................... 33
Strategies in Preventing and Dealing with Passenger Violations………………………... 52
Summary………………………………………………………………………………………………………… 56
References ………………………………………………………………………………………………………. 58
Unit 3: INTRODUCTION TO STATION OPERATIONS

Introduction……………………………………………………………………………………………………….61
Different Types of Rail Stations…………………………………………………………………………. 62
Existing Layouts of Rail Stations in the Philippines ……………...……………….................. 64
Paid and Unpaid Area ……………………..………………………………………………………………. 67
Availability of Station Facilities and Equipment………..……………………………………... 68
Importance of Station Personnel…...……………………………………..…………………………... 73
Summary………………………………………………………………………………………………………….. 81
References……………………………………………………………………………………………………….. 82
UNIT 4: STATION PLATFORM AND PASSENGER SAFETY

Introduction…………………………………………………………………………………………………… 83
Three Golden Rules of Railway Safety………………………………………………………………. 83
Station Platform Accidents …………………………………………………….……………………… 85
Station Platform Management ………………………………………………….………..…………. 96
Summary……………………………………………………………………………………………………….. 106
References……………………………………………………………………………………………………… 107
UNIT 5: SECURITY AWARENESS FOR RAILWAY OPERATORS

Introduction …………………………………………………………………………………………………… 108
Definition of Terms ………….…………………………………………………………………………….. 109
Office for Transportation Security (OTS) ……………………………………………………… 109
Understanding the Security Threats...……………………………………………………………… 110
vi
Duties and Responsibilities……………………………………………………………………………... 114
Paying Attention to Familiar Activities…………………………………………………………… 117
Hidden-Obviously Suspicious-Typical or H-O-T Protocol/Assessment…..…............. 124
Prepare for Bomb Threats………………………………………………………………………........... 127
Security Threat Level……..…………………………………………………………..………………..… 129
Prohibited Items at Railway Stations…………………………………………………...…….…. 130
Pitfalls……………...………………………………………………………………………………………….… 131
Indicators of Success………………………...………………………………………………………….… 131
Summary……………………………………………………………………………………………………….. 132
References…………………………………………………………………………..…………………….…… 132
UNIT 6: INTRODUCTION TO TRAIN OPERATIONS

Introduction……………………………………………………………………………………………………. 134
Outline of the Railway System…………………………………………………………………………. 135
Types of Rail Transport…………………………………………………….…………………………….. 142
Rail Transport in the Philippines ……………………………………………….………..…………. 156
Overview of Train Operations……………………………………………….………..………………. 162
Train Driver……………………………………………….………..…………………………………………. 166
Summary……………………………………………………………………………………………………….. 169
References……………………………………………………………………………………………………… 169
UNIT 7: TRAIN OPERATIONS DISRUPTIONS

Introduction…………………………………………………………………………………………………… 170
Types of Service Disruptions……………………………………………………………………………. 173
Causes of Unplanned Disruptions……………………………………………..……………………. 177
Management of Train Service Disruptions……………………………………………...………. 196
Summary of the Different Causes of Train Service Disruption…………………………. 199
Summary……………………………………………………………………………………………………….. 200
References……………………………………………………………………………………………………… 201
UNIT 8: HUMAN FAILURE

Introduction…………………………………………………………………………………………………… 204
Human Failure………………….……………………………………………………………………………. 204
Human Failure in Operations Control Center…………………………...……………………. 205
Human Failure by Train Drivers……………………………………………...……………………. 207
Processing information and decision-making……………………………………………….... 208
Remedial approach toward reducing human failure in railway operations...……. 210
Case Studies…………………………………………………………………………………………………… 211
Summary……………………………………………………………………………………………………….. 216
References…………………………………………………………………………………………….………… 217
UNIT 9: INTRODUCTIONS TO OPERATIONS CONTROL CENTER

Introduction…………………………………………………………………………………………………… 218
Overview of the Operations Control Center………………….…………………………………. 218
Core Functions ………………………………………….…………………………...…………………….. 220
OCC Management …………………………………………………………………...……………………. 228
Train Scheduling…………………………………………………………………………………………... 235
Train Operation Control………………………………………………………………………….……. 239
Summary………………………………………………………………………………………………………. 242
References…………………………………………………………………………………………………… 242
vii
UNIT 10: OPERATIONAL EMERGENCY PROCEDURES
Introduction…………………………………………………………………………………………………… 244
Notable Railway Operation Accidents………………………...…………………………………. 245
Common Causes of Railway Operation Accidents…………………… .……………………. 250
Railway Operations Emergency Management………………………………...………….….. 255
Emergency Preparedness………………………………………………………………………………. 278
Summary………………………………………………………………………………………………………. 281
References…………………………………………………………………………………………………… 282
UNIT 11: PUBLIC INFORMATION SYSTEM

Introduction…………………………………………………………………………………………………… 284
Effective Public Information System………………………...……………………….……………. 285
Passenger Flow and Traffic Information………………………………… .……………………. 287
Strategies for Successful Announcement………………………………...…………………...….. 289
Summary………………………………………………………………………………………………………. 316
References……………………………………………………………………………………………………… 317
viii
List of Figures
No. Title Page

Unit 1
1 Typical Railway Operations Structure 3
2 Train Operations Organization 4
3 Train Drivers 5
4 OCC Organization 6
5 Stations Operations Organizational Structure 7
6 Concept of Communications and Coordination 8
7 Interdependent Diagram 9
8 Coordination Diagram 10
Unit 2
1 Senior Citizens 15
2 Children 16
3 Pregnant Women 17
4 Symbolizing Disability 18
5 Person with Reduced Mobility 19
6 Person Suffering from Sickness 20
7 Person Wearing High-Heeled Shoes 21
8 Person Carrying Large Items 22
9 Being Under the Influence of Alcohol or Drug 23
10 Person Using Electronic Gadgets 24
11 Person who Exhibit Disruptive Behavior 25
14 Person who Disregarded Safety and Security Reminders 27
18 Placing Posters 30
19 Placing Posters and Safety Signs 30
20 Badge 31
21 Giving Way to Exiting Passengers 32
22 Waiting on the Designated Marker 32
23 Littering, Eating, or Drinking 34
ix
24 Selling of Goods 35
25 Open-Air Preaching 36
26 Entry or Exit Without a Valid Ticket 37
27 Tailgating 38
28 Causing Disruption 39
29 Smoking 40
30 Vandalism or Damage to Property 41
31 Entry to Restricted Areas 42
32 Going Down the Tracks 43
33 Carrying Unsafe Items or Deadly Weapons 44
34 Firearms 44
35 Card Knife 45
36 Grenade 45
37 Muriatic Acid 45
38 Paint 46
39 Creating False Alarm 47
40 Bomb Jokes or False Report of Bomb Threats 47
41 Public Disturbances 48
42 Scandal or Sexual Harassment 49
43 Theft or Robbery 51
44 Posters and signages 52
45 Do not go down the tracks signage 55
46 No Entry Signage 55
Unit 3
1 Train Station 61
2 Station Layout 63
3 LRT 1 Station Layout 64
4 LRT 2 Station Layout 65
5 MRT 3 Station Layout 66
6 PNR Station Layout 67
7 Station Layout 68
8 Train Door Markers 70
9 Serving Fast and Efficiently to Avoid Long Queuing Lines in the 74
Ticket Office (MRT 3 Taft Ave. Station)
10 Station Supervisor 75
x
11 Ticker Seller 75
12 Treasury Personnel 77
13 Term Used by Railway Operators 78
14 Security Guard 79
15 Contracted Janitors 80
16 Station Nurse 81
Unit 4
1 Three Golden Rules of Railway Safety 85
2 MRT-3 2018 Accidents 87
3 Platform accidents 87
4 Falling from the Platform onto Tracks 88
5 Being Struck by a Moving Train when on the Platform 88
6 Falling on the Gap between a Moving Train and the Platform 89
7 Falling from the Platform and being Struck by a Train 90
8 Falling from the Platform and being Eletrocuted 90
9 Third Rail 91
10 Falling on the Gap between a Stationary Train and the Platform 92
11 Slipping, Tripping, or Falling on the Platform while Boarding or 93
Alighting the Train
12 Being Trapped in the Train Doors 93
13 Being Trapped in the Train Doors and Dragged by the Train 94
14 MRT – 3 2012 Accident 95
15 Swiss Cheese Model 97
16 Safety platform tiles 99
17 Safety Platform Tactiles 99
18 Safety Doors 100
19 IEC Materials 102
20 Well-positioned Signage 103
21 Service Status 103
22 Sevice Updates 104
23 MRT – 3 2012 Accident 104
24 Assisting Passengers 105
25 Approachable Security Guard 106
Unit 5
1 LRT Line 1 Train Car 1037 109
2 Stoning incident at PNR train 111
xi
3 Security Operator Services 113
4 Key points to monitor in railway transportation 118
5 Closed Circuit Television Cameras at Stations 123
6 Clossed Circuit Television Cameras inside LRT 2 Train 124
7 HOT Protocol/Assessment 126
8 Bomb Threat Checklist 130
9 Standard Prohibited Items List for Railways 131
Unit 6:
1 One of the Busiest Railway Systems in the Philippines 135
2 Cargo Train 136
3 Maintenance Personnel Doing Repair on the Track 137
4 Wheel Flange 138
5 Centrifugal Force of a Train Wheel on a Curved Track 138
6 Conical Shape of a Train Wheel 139
7 Train Wheel Adhesion 140
8 Power Transmission of an Electric Railcar 142
9 Power Transmission of an Internal Combustion Engine Train 142
10 LRT2 Rolling Stock 145
11 London Underground 146
12 Tokyo Metro Ginza Line 147
13 Lyon Tram 148
14 Oldest commuter railway in the world 149
15 Germany's High-speed Rail Experiment 151
16 Two Shinkansen 153
17 Europe's fastest train ( 154
18 China’s HSR – the world’s fastest train 155
19 Toothed Rack System 157
20 Mt. Pilatus, World's Steepest Rack Railway 158
21 Chiba Urban Monorail 159
22 Okinawa, Monorail 159
23 PNR's new Diesel Multiple Unit train 161
24 LRT1's first generation train 162
25 LRT1's second generation train 162
xii
26 LRT1's third generation train 163
27 LRTA Line 2 train 164
28 MRT3 first generation train 165
29 MRT3's Dalian Train 165
30 Train Driver inside the Train’s Cabin 166
31 LRT1 Operations Control Center Personnel 166
32 A PNR Personnel giving signal to the Train Driver 167
33 MRT3 Track Workers 167
34 PNR Level Crossing Signalman 168
35 Full Length of a Train 169
36 Concept of Stations and Trains 170
37 LRT1 Female Train Driver 172
Unit 7
1 Crowded Station Because of a Defective Train 174
2 Maintenance activity on the Mainline During Non-Revenue 175
3 LRT-2 Holy Week Maintenance Activity 175
4 Major Components of a Rolling Stock Using Overhead Catenary 177
5 Unoccupied Track Circuit 180
6 Occupied track circuit 180
7 Axle counter sensor 181
8 Schematic of an Axle Counter System 182
9 MRT-3 Security Officials Nabbed Two Cable Theft Suspects 183
10 Broken Rail 184
11 Rail Buckling 185
12 Rail inspection by maintenance personnel 186
13 Fish-plate 186
14 Parts of a Turnout 187
15 Overhead Catenary System 188
16 Third Rail System 188
17 Flooded railway Station 190
18 Shinkansen Trains Submerged in Floodwater Caused by Typhoon 190
in 2019
19 A Tree Hit an Overhead Catenary Wire During a Storm 192
xiii
20 Social distancing measures inside the train 194
21 Unauthorized entry on railway track 194
22 Vandals leave pieces of debris on the tracks 195
23 Man fell on the railway tracks of MRT-3 196
24 Provisional Service 196
25 Driving Backward 197
26 Reverse Movement 197
27 Single Line Movement 198
28 Station to Station Procedure 199
Unit 8
1 Types of Human Failure 206
2 Progressive Fatigue 207
3 Recognize-Act Model 210
4 MRT3 Derailment 214
5 Rescuers work on the wreckage of the derailed train 215
6 MRT3 train's side panel switch SYSTRA 216
Unit 9
1 LRT2 Operations Control Center 219
2 The large monitor display at an Operations Control Center 220
3 The different responsibilities of the Operations Control Center 221
4 A train runs from the depot to the mainline after the train 222
preparation.
5 MRT3 train suddenly stopped in between stations due to a door 223
fault
6 Passengers wait for the resumption of revenue service after a 224
train broke down
7 An object dumped on the track 225
8 ATP system 226
9 Wayside signal 227
10 Railway track 228
11 Railway turnout 228
12 OCC Work Flow chart 229
13 The LRT1 OCC Controllers manning their workstations 231
14 A MRT3 Line Controller monitors train traffic on the computer 232
display
xiv
15 MRT3 Fault Controllers 235
16 A MRT3 Power Controller records the data from a SCADA display 236
monitor
17 Train diagram 237
18 Sample Train Timetable 238
19 Change Train Operation Order 239
20 Increasing the Number of Trains 240
21 Train Replacement 240
22 Shuttle Service 241
23 Headway Adjustment 241
24 Stoppage of Operation 242
Unit 10
1 A Philippine National Railways Train Hits a Vehicle 244
2 Five Hundred Passengers Died of Suffocation in Salerno, Italy 247
3 India’s Worst Rail Disaster 247
4 Soviet Union’s Worst Post-war Train Disaster 247
5 A Train Hit by a Tsunami in Sri Lanka 248
6 Pakistan’s Train Crash Which Killed 130 People in 2005 248
7 PNR Train Fell in a Ravine Killing Hundreds of passengers 249
8 MRT-3 Train Derailed at Taft Station Causing Injuries to 2549
Passengers
9 PNR train hits an ambulance at a railroad crossing in 2017 250
10 MRT-3 Coach Detached from the Train in 2017 250
11 A Spanish Train Derails on a Curve Track Due to Over-Speeding 252
12 Progressive Fatigue 253
13 A Passenger Fell in the Gap Between the Train and the Platform 255
14 NFPA 130 Intermediate Shaft Requirement 258
15 Cross Passage Between Tunnels 258
16 Normal Fire Load Model 260
17 Fire Load Model by Arson with Fuel 260
18 Prescribed Space for Evacuation in the event of an Arsonous Fire 261
19 Fundamentals of Train Management in Case of Fire 262
20 Normal Operation of Ventilation System 263
21 Smoke Exhaust for Fire in the concourse 263
xv
22 Smoke Exhaust on the Platform 264
23 Ventilation Operation for Normal Fire on Rolling Stock 264
24 LRT1 bombing 267
25 Security Scanner at MRT3 Station 267
26 AMTRAK Train Derailed Causing 7 Passengers to Die 269
27 Train Crash Killed 70 People in China 270
28 A French Train Derailed and Killed 6 People 270
29 PNR Train Derailment 271
30 An Ambulance was Hit by a PNR Train 273
31 Buckled Rail Track 275
32 MRT3 Train Emergency Door Box 280
Unit 11
1 Public Information System 284
2 Train Driver giving Public Address inside the Train 285
3 Security Personnel giving Public Address in the Station 286
4 Written Information inside the Train 286
5 Written Information at the floor of Station 287
6 Information of the Name of the Next Station 289
7 Information that Passengers Can Transfer to other Railway Lines 289
8 Information on which Side the Train Door will Open 290
9 Reminding Passengers that it’s the last station 291
10 Reminding Passengers to Mind their Belongings 292
11 Sticker to Alert the Passengers to be Careful with the Opening of 293
Train Doors
12 Reminding Passengers to Avoid Touching the Emergency Button 293
13 Reminding Passengers to Mind the Platform Gap 294
14 Sticker posted inside the Train for Priority Seat (Japan) 294
15 Reminding Passengers not to Eat and Drink Inside the Train 295
16 Reminding Passengers to Avoid Talking Loudly 395
17 Informing Passengers that the Train is Arriving at the Station 296
18 Informing Passengers that the Next Train is a Skip Train 297
19 Announcement Device in the platform 297
20 Informing Passengers to Fall in Line for Security Check and 298
Baggage Inspection
xvi
21 Informing Passengers to Fall in Line in Front of Train Door 299
Markers
22 Informing Passengers to Avoid Standing or Walking on the Safety 300
Platform Edge Marker
23 Informing Passengers to Avoid Blocking the Alighting Passengers 300
24 Informing Passengers to Avoid Running or Horse-playing inside 300
the Station
25 Informing Passengers to Give Priority to Passengers with Special 301
Needs
26 Informing Passengers to Refrain from Sitting on the Floors of 302
Station Platforms
27 Informing Passengers to Avoid Using Electronic Gadgets while 302
Walking
28 Informing the Passengers about the Current Situation 303
29 Informing Passengers about the Reason of Train Delay and 303
Location of the Next Possible Train
30 Apologizing to the Passengers for the Inconvenience 304
31 Announcement Device near the Automatic Gate 304
32 Informing the Passengers about the Current Situation and its 305
Causes
33 Informing the Passengers about Resumption of Operations and 305
Apologizing for Inconvenience
34 Informing the Passengers about the Current Situation and its 306
Causes
35 Informing the Passengers about Resumption of Operations and 306
Apologizing for Inconvenience
36 Informing the Passengers about the Current Situation and Nature 307
of Emergency
37 Informing the Passengers to Remain Calm 308
38 Emergency Information Board 308
39 Take Down Notes 309
40 Be Proactive rather than Reactive 310
41 Think Before you Speak 311
42 Be Relaxed and Calm 312
43 Speak Slowly and Clearly 312
44 Be Professional 313
45 Avoid using Rail Jargon 313
46 Be Consistent and Accurate 314
xvii
47 Be Honest and Sincere 314
48 Manage your Timing 315
xviii
List of Tables
No. Title Page
Unit 3
1 MRT Line 3 Station Layout 66
2 Number of Station Layout in the Philippines 67
Unit 5
1 Common Security Threats in Railway Transportation 111
Unit 6
1 Coefficient between Rail and Wheel 154
2 Largest Metro Systems in the World 158
3 Top 10 Fastest Trains in the World 168
Unit 7
1 MRT-3 train service disruption statistics from 2013-2019 (DOTr- 175

MRT3, 2019)
2 Summary of Causes of Train Service Disruption 200
Unit 8
1 Some of the causes for the occurrence of SPAD 226
2 Attention Mechanisms 229
Unit 9
1 Train timetable information 237
Unit 10
1 Notable International Railway Accidents 245
2 Notable Railway Accidents in the Philippines 249
3 Important Tasks During a Fire Emergency on aTrain Inside the 264

Station
4 Important Tasks During a Fire Emergency of a Train in Between 265

Stations
5 Tasks of Railway Personnel During a Terrorist Attack 267
6 Tasks of Railway Personnel During a Derailment 270
7 Tasks of Railway Personnel During a Detected Obstacle on the 272

Track
xix
8 Tasks of Railway Personnel During a Passenger Self-evacuation 275
9 Top 10 Strongest Earthquakes in the Philippines 274
10 Tasks of Railway Personnel During an Earthquake 276
11 Tasks of Railway Personnel During a Volcanic Ash Fall 277
12 Tasks of Railway Personnel During a Medical Emergency 278
xx
Operations Organization
Unit 1: Operations Organization

Introduction
The Railway System is composed of interdisciplinary systems with distinct
functions and deliverables to ensure safe, reliable, and efficient transportation
service. For a railway system to be running smoothly and effectively, both its
operations and maintenance organizational systems should perform their
functions meticulously and with strict adherence to prescribed rules, regulations,
and policies.
The Maintenance team ensures that all rolling stocks, rail infrastructures such as
tracks, signaling equipment, and systems, power supply, etc., are working
properly and are maintained regularly. On the other hand, the Operations
organization of a railway transportation system is comprised of train operations,
operations control center, and stations operations.
The main functions of these three sections are: to carry passengers safely to their
destination, to operate the train efficiently and on time as much as possible to
avoid train delay and to operate the train smoothly so that our customer feels
comfortable during his/her trip.
At the end of this topic, trainees will be able to:

 describe the functional objectives of railway operations;
 identify the operations organizational structure;
 describe the process of coordinating with other railway operations
personnel; and
 describe the communications protocol of railway operations.
1.1. Overview of Railway Operations

Rail transport is known as the system of taking passengers or goods from one
place to another by railway. In contrast to road transport, where vehicles mainly
run on a prepared flat surface, rail vehicles or rolling stock are directionally
guided by the tracks on which they run. Tracks usually consist of steel rails,
installed on sleepers set in ballast, usually fitted with metal wheels, on which the
rolling stock moves. On the other hand, a slab track is a possible variation that
Philippine Railways Institute 1|P a g e

does not involve the ballast. This is achieved by having the rails fastened to a
concrete foundation resting on a prepared subsurface.
In the Philippines, there are four existing railway systems namely: LRT1, LRT2,
MRT3, and PNR. The Railway system is composed of railway maintenance and
railway operations.
The Railway operations are subdivided into:
a. Train Operations
Train operations is responsible in securing functionality of a train before/during
commercial operation and providing customer service to passengers inside the
train. Train drivers are responsible to ensure the safety of passengers and report
immediately any incident/ accident that occurs in the line.
b. Operations Control Center

Operations control center (OCC) locates the trains in the mainline. The OCC
ensures the safety and security of the trains in operation by maintaining train
distance using the train timetable. Moreover, the center is concerned with the
secure operability of the signaling system and providing communication in
response to the accident or incident in the line.
c. Station Operations Personnel

Station operations personnel oversees monitoring and managing the passenger
flow and ensuring the efficient operation of station facilities and equipment.
Likewise, the stations operations are responsible in dealing with passenger
complaints, providing customer service, and ensuring safety and security in
stations before boarding in trains.
The main function of the three sections of train operation, operation control
center, and station operations are stated below:
1. to carry passengers safely to their destination;
2. to operate the train efficiently and on time as much as possible to avoid train
delay; and
3. to proficiently operate the train so that our customer feels comfortable
during his/her trip.
2|P a g e Philippine Railways Institute

It is important to ensure that all railway operations personnel are well

coordinated on normal operations and most especially, they are expected to
respond effectively as a team during emergencies or untoward incidents. They
are responsible in ensuring reliable and safe transport service to passengers
before, during and after they complete their journey.
1.2. Typical Railway Operations Organizational Structure

In a typical railway operations organizational structure, the President/CEO or a
General Manager is the overall in charge. In the Philippines, LRT Line 1 is headed
by a President and Chief Executive Officer. LRT Line 2, MRT line 3, and PNR is
headed by a General Manager. Railway Operations is usually headed by the
operations director under the President or general manager as shown in
example Figure 1.
Figure 1. Typical Railway Operations Structure
Railway operations personnel function interdependently and are responsible for

providing high quality service and passenger satisfaction at all times. To provide
safe and reliable mass public transport, railway operations personnel should
prepare for emergencies or any untoward incidents. In case of emergencies or
untoward incidents, railway operation personnel are required to report to the
proper authorities as stipulated in the emergency response plan. They must

follow the instructions from their superiors or as directed by the OCC. The
general functions of railway operations personnel are summarized into groups-
the train operations, the station operations, and the OCC.
1.2.1. Emergency Response Team

An important function of the railway organizational structure is to create an
emergency response team and this team must have three (3) levels classified in
terms of emergency preparedness.
Level (1). Set a strategic plan as whole operator. (President, Director, Managers,
and etc.)
Level (2). Implement the plan considering the past incident. or predictable risk
(Supervisor, assistant manager, and etc.)
Level (3). Implement the plan (ticket seller, security guard contracted janitors,
and etc.) All functions for this incident have a vital role during the emergency.
Proper training is very important to railway personnel.
1.2.1.1. Train Operations

Train conductor (Train conductor, n.d.) is a personnel that is usually present in
provincial trips. They help the passengers by:
Train Operations
Manager
Train Driver
supervisor
Train Drivers Train Conductors
Figure 2. Train Operations Organization
 Ensuring that they (passengers) safely board and alight the train,
 Ensuring that the baggage of the passengers is properly secured,
 Assisting passengers to open and close doors
 Helping to evacuate passengers as per safety procedures if is necessary,
 Announcing necessary information,

 Controlling the air conditioning system.

 Coordinating with the train driver, and
 Staying alert for any issue which could affect the safety of the passengers.
Here in the Philippines, PNR has the only railway lines with a train conductor.
Train drivers are responsible in operating the train safely and smoothly. They
are also expected to provide necessary information to the passengers. Here are
some functions of train operations.
A. Functions of Train Operations Personnel
Figure 3. Train Drivers
 Transporting passengers safely to their destination (Figure 3.) photo taken at

LRT Line 1.
 Operating the train on time as much as possible to avoid train delay
 Operating the train efficiently so that our customer comfort during his/her
trip.
 Making proper and regular announcements to passengers.
 In case of an emergency or accident, taking the proper action with highest
priority for passengers’ safety, giving announcements or instructions to the
customers.
The instruction/s to the train operations personnel is made by the operations

control center (OCC). Train drivers perform crucial and safety-critical roles in
railway operations. They should acquire and be equipped with the competencies
stated on the next page:

 Basic types of rolling stocks including familiarization with its parts and
functions.
 Proper driving of trains, to carry passengers securely and safely from one
place to another with appropriate coordination with the operations control
center (OCC.) If there are any observations in the rolling stock or in the
mainline the driver must report immediately to the OCC.
 Knowledgeable on how to respond in the cases of untoward incidents or
emergency situations.
They need to report regularly to the immediate supervisor on their state of

physical and mental fitness before reporting for work and submit oneself to an
alcohol test before reporting for duty.
The hierarchy of command for train operations personnel is shown in Figure 2.

Train Operations Manager supervises all train supervisors
1.2.1.2. Operation Control Center (OCC)

The main functions of OCC are to control, monitor, and regulate the train traffic
in the mainline. OCC is also part of the railways operations and is considered as
the brain of the railway operations. The OCC controls and regulates the headway
of the train in the mainline during operating hours through the wayside signal
and also gives effective instruction or advice to the train drivers and station
supervisors if in case of an accident or untoward incident.
Figure 4. OCC Organization
The OCC must be informed about all incidents or accidents in the mainline and in
the stations to adequately manage traffic for both trains and passengers. A
typical OCC organizational structure is shown in Figure 1.1-4. During normal

operations, the OCC controllers oversee the operations. But in the case of an
untoward incident or accident, the decisions of the OCC assistant manager or the
OCC manager is very important.
1.2.1.3. Station Operations

The Station Operations is headed by a station manager who is in charge of the
overall management of the stations including passenger safety. The assistant
station manager is usually assigned per section in railway lines. They are directly
reporting in the station manager. The station supervisor is the senior station
personnel working in the station and the overall in charge in the station under
the supervision of assistant station manager. Ticket seller, security guards, and
the contracted janitors that are working in the station are all under the
supervision of the station supervisor.
A. Functions of Station Operations Personnel

1. To provide quality customer service to the passengers during train
operation.
2. Perform ticket administration through manual ticket selling or use of ticket
vending machines to the passengers.
3. Manage the ticket and cash remittances.
4. Ensure all station equipment are properly working before the start of
operations and at start of each shift, report any malfunctions of
equipment/facility to the concerned department for immediate repair.
Figure 5. Stations Operations Organizational Structure

Station operations personnel are considered primary frontline service personnel

since they come into contact with the passengers. The attitude and behavior of
the station personnel are important because they reflect the whole organization.
Station personnel are expected to be well-trained both on how to properly
execute their tasks as well as on providing excellent customer service. Station
personnel are also in charge of safety. They are accountable for making the
station safe and convenient to the passengers especially at the station platform.
They are expected to be vigilant for high-risk passengers like senior citizens,
persons with disability, pregnant women, and passengers carrying children
(please refer to the Passenger Behavior topic for the high-risk
passengers). Station supervisors ensure the safety of the passengers at the
platform area. They are responsible for motivating passengers to act in a
desirable behavior through safety reminders, security measures with the use of a
public address (PA) system. Station supervisors are also responsible for
coordinating with the operations control center. The example typical station
operations organizational structure is shown in Figure 5.
1.3. Communications and Coordination among Railway Operation

Personnel
Figure 6. Concept of Communications and Coordination

Communication and coordination among railway operations personnel is shown
in Figure 6. As discussed in the Emergency Management (Response and

Recovery) in the core topics are the most important aspects of communication of
railway operation organization during regular operations or especially during
emergency situations.
Figure 7. Interdependent Diagram
Illustrated in Figure 7 is the interdependence of all the sectors in the railway

operation from the administration to the maintenance section.
Properly coordinating any untoward incident either in the rolling stock, mainline
or in the stations are very important for prevention or mitigation of accidents.
The railway operations personnel have crucial roles in preventing accidents and
reducing the risks to life and property.
Strict coordination with the OCC should be followed during normal operations
and most especially during emergency situations. Any untoward incident in the
station or in the mainline should be directly reported to the OCC for the proper
execution of the emergency plan response.
An example of an emergency is given below. Please take note of how station

supervisor should handle the situation.
Example: Fire Emergency at the Station

Based on Figure 6, the information must be coordinated to the OCC
immediately. What are the communications protocols for a fire emergency in the
station?

Figure 8. Coordination Diagram
1.3.1. Station Supervisor

In case of fire, the station supervisor must immediately inform the operations
control center (OCC) before doing any other task. After informing the OCC, the
station supervisor will now implement the necessary actions based on the
current situation like evacuation, if necessary, while waiting for any response
team.
The Station needs to:

1. Make sure to press the emergency button so that the other personnel will be
aware of the incident.
2. Use any firefighting equipment in the nearest area.
3. Evacuate the passengers to the nearest possible exit or emergency exit.
4. Make sure that there are no station personnel inside the station booth or
station office.
5. Cash sales of the ticket seller are secure in the ticket office or in the auditor’s
room. All the station staff must assist the station supervisor during the
emergency. In this kind of incident, it is important that all station staff shall
be knowledgeable to handle the circumstances. They must know the proper
response needed to mitigate the damage or to make sure that all passengers
and station staff will be safe.
10 | P a g e Philippine Railways Institute

1.3.2. Operations Control Center (OCC)

The OCC controllers must do the following simultaneously.
1. Controller 1
He / She must make the necessary phone calls to inform the mainline, the other
stations, and the train drivers about the emergency.
2. Controller 2
He / She must immediately manage the train traffic at the mainline or within or
near the affected stations.
3. Controller3
He / She must immediately call the concerned department.
In the case of fire, the OCC shall immediately call the bureau of fire protection
(BFP) and the other concerned offices like the nearest station wherein the fire
occurs.
What is the possible outcome if the station supervisor failed to inform the OCC
during the emergency like fire?
One of the possible scenarios is that the station supervisor fails to inform the
OCC about the emergency. As a result, the incoming trains will unload their
passengers because the train operators are also not informed of the
situation. Moreover, the passengers will alight the train and may be put in
harm’s way resulting to more casualties and even damages to the station and its
equipment.
Note: It is essential that in this sample scenario that the station supervisor inform
the OCC immediately. Failure to inform the OCC in this type of scenario will be
result in possible disaster, remember that the OCC has control over all movement in
the mainline which is really important in case of emergency.
Summary
Operations personnel is responsible to give quality service and passengers’
satisfaction.
 Operations personnel must know the functional objectives of railway
operations and identify the Operations organizational structure.
Philippine Railways Institute 11 | P a g e

 The organizational structure represents the hierarchy of the administration

officials and personnel in the organization.
 Communication with the OCC is one of the vital roles of the operations
personnel.
 The process of coordinating with other railway operations personnel while
following the protocol with regard to communications is really important to
avoid giving inaccurate information to the OCC especially during the
untoward incident or emergency.
References
Light Rail Transit Authority. (n.d.). Retrieved from report: http://ireport.ph/lrta
DOTr-MRT3. (n.d.). Station policies and Procedures. Quezon City: DOTr-MRT3.
Light Rail Transit Authority organizational structure. Adapted from the Light Rail Transit Authority, by
LRTA, (n.d.), Retrieved on 22 July 2019 from http://www.lrta.gov.ph/index.php/organizational-
chart.
Train conductor. (n.d.). Retrieved from national careers https://nationalcareers.service.gov.uk/job-

profiles/train-conductor

Passenger Behavior
Unit 2. Passenger Behavior

Introduction
Sheila, a senior citizen, always takes LRT Line 1 whenever she has a doctor’s
appointment. While she was alighting the train at Pedro Gil Station, a passenger
accidentally bumped into her which then caused Sheila to fall on the platform.
Peter, a person with a disability, rides PNR to visit his relatives. While boarding
the train, he failed to notice the gap between the train and platform, which
caused him to fall in the gap.
George, a college student, regularly rides the LRT Line 2. While he was just
entering Katipunan Station, he heard that a train was approaching the station.
Hence, he hurried and ran just to be able to board the arriving train. Because he
was in such a hurry, he accidentally hit other passengers and also slipped on the
floor.
Jessica, an office worker, takes MRT-3 to reach her workplace. While walking on
the platform, she was focused on responding to an e-mail from her supervisor
using her cellular phone. Since she was so busy typing on her cellular phone, she
was not so mindful of her surroundings which caused her to fall down to the
tracks.
Sheila, Peter, George, and Jessica ride different railway lines, and they encounter
different scenarios. However, they have one thing in common. They are all
considered as high-risk passengers. These passengers have characteristics and
behaviors that are vulnerable to accidents inside the train and the station.
It is the priority of the railway operations personnel to ensure that passengers

are safe and secure inside the train and the station. In order to prevent accidents
from happening, they have to understand and learn the behaviors of passengers.
If the railway operations personnel are aware and vigilant of these behaviors,
they can already make the necessary actions such as providing guidance and
assistance to passengers and asking them to be more cautious of their actions.

Passenger Behavior
On this note, to ensure the safety and security of their passengers, the railway
operations personnel must understand and determine the passengers who are
more vulnerable to accidents, what type of behavior these passengers exhibit
that makes them at risk to accidents, and what violations these passengers
commit.
At the end of this topic, the learner will be able to:

 identify the characteristics and behavior of the passengers who have higher
risks to accidents and incidents;
 determine and perform the roles and responsibilities of the railway
operations personnel to prevent accidents from happening;
 identify and assess the violations committed by the passengers; and
 implement the procedures in dealing and managing the violations committed
by the passengers.
2.1. High-Risk Passengers

The effects and aftermath of accidents that could happen inside the train and
stations can be minimized. One key factor to lessen the effects of accidents is for
the railway operations personnel to determine the “High-Risk Passengers.” High-
risk passengers are the type of passengers who are more vulnerable to accidents
as compared to other passengers.
High-risk passengers can be categorized based on the following:

a. Characteristics – who they are.
b. Behavior – what they do.
2.1.1. High-Risk Passengers based on Characteristics

The characteristics of passengers are the qualities, attributes, or features that
make them recognizable from others. These characteristics may be based on
their age, physical condition, or medical condition, and such characteristics make
them more vulnerable to accidents or incidents.
These high-risk passengers are:

1. Senior Citizens
2. Children

Passenger Behavior
3. Pregnant Women
4. Persons with Disability
5. Persons with Reduced Mobility
6. Persons Suffering from Sickness
2.1.1.1. Senior Citizens

Any resident of the Philippines who is at least sixty (60) years old is already
considered as a Senior Citizen or elderly. Senior citizens, as shown in Figure 1,
are considered as high-risk passengers because they usually cannot cope with
the fast influx or efflux of passengers to and from the station. Moreover, elderly
people are more likely to fall while boarding or alighting the train, while going up
or down the station, or during sudden train acceleration or braking. This is due
to different factors such as lower memory retention, slower speech rate, and
slower reflexes. Senior citizens may also experience health conditions such as
poor hearing and sight, less strength, and a number of health and medical issues.
Figure 1. Senior Citizens
Below are sample scenarios of senior citizens as high-risk passengers:

 A senior citizen fell down the stairs while going to Ortigas Station in MRT-
3 because the escalators and elevators in the station were not working.
 During rush hour, an elderly passenger fell between the train and the
platform gap of EDSA Station in LRT-1 while he was boarding the train.
 An elderly passenger fell down the train floor of LRT-2 because she was
not holding onto the safety handrails when the train suddenly braked.

Passenger Behavior
2.1.1.2. Children
Children, as shown in Figure 2, are considered as high-risk passengers because of
their playful nature. They have the tendency to run or to horse-play; hence, there
is a huge possibility for them to fall down the tracks or be struck by arriving or
departing trains especially when they are left unattended by their
parents/guardians.. Moreover, children are prone to accidents because they are
naturally curious and have the tendency to explore the world around them, do
not easily recognize dangerous situations, and are usually not aware of the
consequences of their actions.
Figure 2. Children
Below are sample scenarios of children as high-risk passengers:

 Some elementary students are running around or horse-playing at the
platform of Pureza Station in LRT-2 during rush hours causing them to bump
into or hit other passengers.
 A five-year-old boy fell down onto the tracks at United Nations (UN)
Avenue Station in LRT-1 because he was running and was left unattended by his
parents while they were exiting the station going to Rizal Park.
 The hand of a toddler, who at the time was not being monitored by her
parents, was stuck between the train door of MRT-3 because she was curious
about the movement of the doors.
2.1.1.3. Pregnant Women

Pregnant women are considered as high-risk passengers because other
passengers might accidentally hurt them that could cause them to miscarriage.

Passenger Behavior
Pregnant women cannot always cope with the fast movement of passengers
especially during rush hours. Moreover, pregnant passengers, as shown in
Figure 3, are more likely to fall while going up or down the station, while
boarding or alighting the train, or while waiting at the platform. They may also
get cramped or hit while entering or exiting the station. Their condition and
behavior during pregnancy such as motion sickness, nausea, vomiting, fatigue,
slow movement, increase in medical issues, and medications also put them at
high risk.
Figure 3. Pregnant Women
Below are sample scenarios of pregnant women as high-risk passengers:

 A pregnant woman fell down onto the tracks at Cubao Station in LRT-2
because she felt dizzy while she was waiting on the platform.
 A pregnant woman fell down the stairs while she was going down to the
platform of Ayala Avenue Station in MRT-3 because the escalators and elevators
were not working.
 During rush hour, a pregnant woman was not given priority while she
was boarding the train at Vito Cruz Station in LRT-1 causing her stomach to be
unintentionally touched or bumped into by other passengers.
2.1.1.4. Persons with Disability

Persons with Disability (PWD), according to the United Nations Convention on
the Rights of Persons with Disabilities, are people who have long-term term
impairments whether physically, mentally intellectually, or sensory which pose
as hindrances or restrictions when performing activities which are considered

Passenger Behavior
normal for a human being. PWDs, as shown in Figure 4, are considered as high-
risk passengers because, depending on their current state, some may have
difficulty going up or down the station, some may not be aware when the trains
are arriving or departing in the station, some may not notice the gap between the
train and the platform while getting on or off the train, and some may fall down
to the tracks. On a different note, a person with mental disability may suddenly
act out, and when that happens on the platform, there is a risk of him being hit by
an arriving or departing train.
Figure 4. Symbolizing Disability
Below are sample scenarios of persons with disability as high-risk

passengers:
 A visually impaired passenger fell in the gap between the train and the
platform at Boni Avenue Station in MRT-3 while he was boarding the train.
 A hearing impaired passenger was hit by the departing train because he
did not hear the alarm indicating that the train was about to leave the platform of
Libertad Station in LRT-1.
 A visually impaired passenger fell down the stairs while he was going
down the Katipunan Station in LRT-2 because the escalators and elevators were
not working.
2.1.1.5. Persons with Reduced Mobility

According to the European Commission, Persons with Reduced Mobility (PRM),
as shown in Figure 5, are those people whose ability to move when using a mode
of transport is decreased because of any physical incapacity (sensory or

Passenger Behavior
locomotory), intellectual deficiency, age, or illness. These people with reduced

mobility are considered as high-risk passengers because they might not be able
to walk, go up or down the station where there is no conveying equipment such
as an elevator and/or an escalator, and they might not be able to safely board or
alight the train since the trains are elevated, and there is a gap between the train
and the platform.
Figure 5. Person with Reduced Mobility
Below are sample scenarios of persons with reduced mobility as high-risk

passengers:
 The wheelchair of the passenger fell in the gap between the train and the
platform of Quezon Avenue Station in MRT-3 while he was alighting the train.
 A passenger with a cane fell down the stairs while he was going to Recto
Station in LRT-2 because the escalators and elevators were not working.
 A passenger with crutches fell down the stairs while he was going to
Blumentritt Station in LRT-1 because there are no available escalators or
elevators available in the station.
2.1.1.6. Persons Suffering from Sickness

Persons suffering from sickness are people who are travelling with health
conditions. They may be individuals who are under medication, and those who
are physically unwell (with fever, headaches, migraines, vertigo, etc.). Moreover,
they may be experiencing difficulty in breathing, dehydration, and heart failure
which may be caused by the pandemic. These people, as shown in Figure 6, are
more likely to fall while going up or down the station, while boarding or alighting

Passenger Behavior
the train, or while waiting at the platform due to different factors such as motion
sickness, nausea, vomiting, fatigue, anxiety, blurred vision, dizziness, and
drowsiness as possible effects of their medications.
Figure 6. Person Suffering from Sickness
Below are sample scenarios of persons suffering from sickness as high-risk

passengers:
 A passenger with high fever fell down the stairs upon exiting the platform
of Buendia Station in MRT-3.
 A passenger with a severe headache fell onto the tracks of Monumento
Station in LRT-1 because of dizziness while waiting on the platform.
 A passenger who was pale and drenched in cold sweats fell in the gap
between the train and platform at Legarda Station in LRT-2 while boarding the
train.
 A passenger who was experiencing some breathing difficulty (which may
have been caused by COVID-19) collapsed while waiting on the platform.
2.1.2. High-Risk Passengers based on Behavior

Most accidents inside the trains and the stations are also based on the
passengers’ behavior. Unfortunately, passengers think that their actions are safe
and socially acceptable, yet these behaviors may be dangerous. One of the
responsibilities of the railway operations personnel is to educate passengers and
influence their behaviors to prevent accidents inside the trains and the stations.
These high-risk passengers are:

1. Persons Wearing High-Heeled Shoes
2. Persons Carrying Large Items

Passenger Behavior
3. Persons Under the Influence of Alcohol or Drugs

4. Persons Using Electronic Gadgets
5. Persons who Exhibit Disruptive Behavior
6. Persons who Disregard Safety and Security Reminders
2.1.2.1. Persons Wearing High-Heeled Shoes

High-heeled shoes, as shown in Figure 7, may be fancy and stylish, but such may
not be the safest footwear to use, particularly inside the train and the station.
According to the Rail Safety and Standards Board (RSSB), high-heeled footwear
could be a high contributor of accidents in the stations because passengers who
wear such might slip or trip in the station, might fall while going up or down the
station using the stairs, and it might fall in the gap between the train and
platform during boarding or alighting. Technically, passengers are not prohibited
from wearing high-heeled shoes; however, they should be careful when wearing
them.
Figure 7. Person Wearing High-Heeled Shoes
Below are sample scenarios of persons wearing high-heeled shoes as high-

risk passengers:
 A passenger wearing high-heeled shoes fell down the stairs while going to
the platform of Cubao Station in MRT-3.
 While boarding the train, a passenger wearing high-heeled shoes fell in
the gap between the train and platform of V. Mapa Station in LRT-2.
 A passenger wearing high-heeled shoes fell down the tracks at Gil Puyat
Station in LRT-1 because the person slipped and tripped while walking on the
platform.

Passenger Behavior
2.1.2.2. Persons Carrying Large Items

Persons carrying large items such as luggage or stroller, as shown in Figure 8, are
considered as high-risk passengers because a luggage or a stroller have wheels
and if it is left unattended, there is a possibility of it falling down the stairs or
escalators, falling down the tracks, or getting stuck between the train doors.
Figure 8. Person Carrying Large Items
Below are sample scenarios of persons carrying large items as high-risk

passengers:
 While a passenger was on the escalator at Taft Avenue Station in MRT-3, a
passenger’s unattended luggage slipped and fell on the head of another
passenger causing the latter’s injury.
 During rush hours, the stroller of a passenger in LRT-1 got stuck between
the train doors while he was boarding the train.
 The luggage of a passenger fell down the tracks at Cubao Station in LRT-2
when it was left unattended while the passenger was waiting on the platform.
2.1.2.3. Persons Under the Influence of Alcohol or Drug

Persons under the influence of alcohol or drug, as shown in Figure 9, are
considered as high-risk passengers because they are not in their best physical or
mental condition. As a result of this, they might get themselves involved in some
incidents or situations such as falling down the track, being hit by the train,
causing sexual harassment, destroying property, and being rude to other
passengers. According to the study conducted by the University of Colorado,
drinking alcohol and using drugs have negative effects to a person such as slow

Passenger Behavior
reaction time, reduced coordination and concentration, decreased vision,

impaired judgement, inability to think properly, aggressiveness, drowsiness, and
dizziness. Therefore, these negative effects make these people high-risk
passengers.
Figure 9. Being Under the Influence of Alcohol or Drug
In the Philippines, persons under the influence of alcohol or drugs are prohibited
to enter the station; hence, the railway operation personnel must strictly follow
and implement the rules and regulations of the organization to prevent any
accidents involving these persons from occurring. At the same time, if the
railway operations personnel see or identify that a person is under the influence
of alcohol or drugs, they must politely inform the passenger that they are not
permitted to enter the station and request for them to leave the station.
Below are sample scenarios of persons under the influence of alcohol or

drugs as high-risk passengers:
 A drunk passenger mistakenly entered the wrong restroom while under
the influence of alcohol causing public disturbances and riots in the station.
 A passenger under the influence of alcohol fell down the tracks at Vito
Cruz Station in LRT-1 because of dizziness while he was waiting on the platform.
 A drunk passenger fell in the gap between the train and the platform of
Cubao Station in LRT-2 while he was boarding the train.
2.1.2.4. Persons Using Electronic Gadgets

Persons who are using cellphones and any other similar electronic gadgets, as
shown in Figure 10, are considered as high-risk passengers. These people who
are using gadgets such as mobile devices inside the train and the station usually
become distracted, blind/unaware, and not mindful of their surroundings

Passenger Behavior
making them vulnerable to accidents. They also have the tendency to

accidentally hit other people or structures, get bumped into by other passengers,
be struck by the arriving or departing train, fall while using the stairs going to or
out of the station, and fall onto the tracks.
Figure 10. Person Using Electronic Gadgets
Below are sample scenarios of persons using electronic gadgets as high-

risk passengers:
 A passenger who was using an electronic gadget fell down the stairs while
going up the stairs to Carriedo Station in LRT-1.
 A passenger who was using an electronic gadget while walking on the
platform fell off the tracks at Guadalupe Station in MRT-3.
 A passenger who was using an electronic gadget bumped into and hit
other passengers while he was walking on the platform at Santolan Station in
LRT-2.
2.1.2.5. Persons who Exhibit Disruptive Behavior

Persons who exhibit disruptive behavior are those passengers who usually cause
interruption or disruption to the railway service.
Figure 11. Person who Exhibit Disruptive Behavior

Passenger Behavior
Examples of persons with disruptive behavior are those who are running along
the platform, as shown in Figure 11, and towards the train, as shown in Figure
12. Running along the platform mainly occurs if a passenger is currently at the
baggage inspection or at the ticket counter and sees that a train is already
approaching the station. Such passenger tends to hurry and to run towards the
train just to be able to board that arriving train. According to the Rail Safety and
Standards Board (RSSB), this type of accident could be lessened if passengers
who are still at the entrance will not be able to see the train from arriving or
approaching the station.
Jumping or horse-playing, as shown in Figure 13, is another example of a person

with disruptive behavior. Jumping or horse-playing was mainly committed by
children because they are very playful in nature. Therefore, parents or guardians
should not leave their children unattended, and instead, they must always hold
their children’s hand.

Passenger Behavior
Persons with disruptive behavior are considered as high-risk passengers since

they might slide or trip on the floor, accidentally hit other people or structures,
get hit by the arriving or departing train, be trapped or stuck between the train
doors and fall down the tracks.
Below are sample scenarios of persons who exhibit disruptive behavior as

high-risk passengers:
 A passenger fell down the stairs while going to the platform at Cubao
Station in LRT-2. The passenger heard that the train is arriving, so he ran up the
stairs to catch the train.
 A passenger who ran to catch the arriving train fell on the tracks and was
hit by the train at Santolan Station in MRT-3.
 A passenger slipped and fell down the tracks at Abad Santos Station in
LRT-1 while he was running on the platform trying to catch the train that was
leaving the station.
2.1.2.6. Persons who Disregard Safety and Security Reminders

Safety and security reminders are always given inside the train and the station to
prevent accidents or incidents from happening. However, there are some
passengers who continue to disregard these reminders because they think that
their actions are safe and socially acceptable.
Figure 14. Person who Disregarded Safety and Security Reminders
A safety reminder that is commonly disregarded by passengers is to refrain from

standing or walking on the safety platform edge, as shown in Figure 14. This
behavior usually occurs while passengers are waiting for the train to arrive on
the platform or they are looking for an object that has fallen on the tracks.

Passenger Behavior
Standing or walking on the safety platform edge is considered as high-risk

passenger behavior because passengers may get hit by the arriving or departing
train and may fall down the tracks.
Moreover, passengers are also constantly reminded to hold onto the safety
handrails or strap. This is another safety reminder that is always disregarded by
many passengers. Not holding onto the safety handrails or strap, as shown in
Figure 15, is considered a high-risk behavior because passengers may fall or
stumble inside the train when the train suddenly accelerates or brakes which
then may cause possible injuries.
Figure 16. Person who Disregarded Safety

and Security Reminders
Furthermore, announcements while at the platform often include reminding

passengers to avoid holding the train doors. Passengers who are rushing to get
on the train would actually force themselves to keep the doors from closing. As
shown in Figure 16, holding train doors is considered a high-risk behavior

Passenger Behavior
because the hands of the passengers might be stuck or trapped between the
closing doors. If this happens, passengers may be dragged along by the trains
once it leaves the station which can further result in injuries and accidents.
Another safety reminder commonly disregarded is not to lean on the train doors.
Leaning on the train door, as shown in Figure 17, is considered as a high-risk
behavior of passengers because they may fall down the platform once the train
opens its doors as it arrives at the station. The passengers or their belongings
may also get stuck between the train doors once they close. Moreover, a
passenger leaning on the train doors may fall down the tracks if the train doors
open while the train is at the interstation. If this incident happens, service
interruption may occur since most trains are equipped with interlocking devices
(sensors that would stop the train when a train door opens at an interstation).
Below are sample scenarios of persons who disregard safety and security
reminders as high-risk passengers:
 A passenger at Blumentritt Station in LRT-1 inserted his foot just to
prevent the doors of the first-generation train from closing. However, first-
generation trains are not equipped with interlocking devices; therefore, he was
trapped between the train doors and was dragged along by the train once it
started to leave the station.
 A passenger absent-mindedly stood too close to the safety platform edge
tile at Ayala Station in MRT-3. He accidentally fell down the tracks and got hit by
the arriving train.

Passenger Behavior
 A passenger who was leaning against the train doors fell down the
platform once the train doors were opened when the train arrived at J. Ruiz
Station in LRT-2.
 A passenger who was not holding on to the safety handrails fell down the
train floor of LRT-1 when the train came to a sudden unexpected stop.
By being aware of these types of passengers, the railway operations personnel

can promptly provide assistance and guidance to ensure the passengers’ safety
when travelling. If they identify these passengers as high-risk ones, they must
not hesitate and be willing to make the necessary and appropriate actions to
prevent accidents from happening. For this reason, railway operations personnel
must know the strategies on how to handle and deal with high risk-passengers.
2.2. Strategies in Dealing with High-Risk Passengers

According to a study conducted by the Rail Safety and Standards Board (RSSB),
passengers ride railway transportation because they perceive that it is faster and
safer than other modes of transportation. Therefore, it is the responsibility of the
railway operations personnel to ensure that these passengers are safe and
secure at all times in the train at the station.
Apart from identifying and knowing who are at high-risk of being in accidents,
the railway operations personnel must also learn and understand what they
ought to do when handling and dealing with these types of passengers. These
strategies are divided based on the location of the passengers:
a. Inside the Train
b. Inside the Station
2.2.1. Inside the Train

To ensure that passengers are safe inside the train, the railway operations
personnel must observe the following behaviors:
 Use the public address system to inform the passengers:
o To give priority to senior citizens, pregnant women, persons with
disabilities, persons with reduced mobility, and other high-risk
passengers;
o To watch their step while alighting the train;

Passenger Behavior
o To ask the passengers not to hold on to the safety handrails or

strap and refrain from holding or leaning on the train doors; and
o To ask the passengers particularly with luggage or stroller to never
leave their belongings unattended and hold their luggage at all times.
 Place posters, as shown in Figure 18, to inform other passengers to give
seats to senior citizens, pregnant women, persons with disabilities, persons
with reduced mobility, and other high-risk passengers.
Figure 18. Placing Posters
 Place interactive posters and safety signs, as shown in Figure 19, to

educate children and their parents about their safety.
Figure 19. Placing Posters and Safety Signs
 Provide badges such as “pregnant,” “person with disability,” and “person

with reduced mobility,” or “please offer me a seat” (Figure 20), so other
passengers will be aware that such passenger (who is wearing the badge)
needs priority.

Passenger Behavior
Figure 20. Badge
Exercise:
Aside from the strategies stated above, write on a separate sheet of paper your
strategy on how you will deal with the passengers inside the train.
2.2.2. Inside the Station

To ensure that passengers are safe inside the station, railway operations
personnel must observe the following behaviors:
 Use the public address system to inform the passengers:
o To refrain from standing or walking on the safety platform edge;
o To fall in line only in front of the designated train door markers;
o To mind the platform gap and to watch their step while boarding
or alighting the train;
o To never leave their children unattended, to always hold their
children’s hands, and ask their children to behave well and stop them
from horse-playing or running;
o To watch their steps while using the stairs, escalators, and
elevators;
o To refrain from running or hurrying to get to the platform or onto
the train;
o To refrain from jumping or horse-playing; and
o To refrain from using electronic gadgets while walking.
 Ask the passenger if they need guidance and assistance to board or alight
the train, go up and down the station, carry their belongings, or buy a ticket
in the ticket vending machines.

Passenger Behavior
 Place interactive posters to encourage passengers to act in a much

desirable behavior such as:
o To give way to exiting passengers, as shown in Figure 21;
o To refrain from standing on or near the safety platform edge
marker; and
o To stand and wait only on the designated train door markers, as
shown in Figure 22.
 Have water, food, medicines, candies, and wheelchairs readily available in
case of emergency situations.
Figure 21. Giving Way to Exiting Passengers
Figure 22. Waiting on the Designated Marker
Exercise:
Aside from the strategies stated above, write on a separate sheet of paper your
own strategy on how to deal with the passengers inside the station.

Passenger Behavior
In conclusion, understanding the behavior of the passengers is important

because it will help the railway operations personnel in preventing accidents,
addressing the concerns of the passengers, and dealing with their problems.
Furthermore, understanding passenger behavior will be helpful in maximizing
the resources of the organization and will be beneficial in making decisions
about their operation.
2.3. Passenger Violation

Passenger violations are actions by the passengers that are against the rules and
regulations of the organization. These are prohibited acts committed by
passengers. These actions of the passengers are against the public welfare and
can cause interruption and disturbances.
Passenger violations are categorized into three:

a. crosses moral boundaries;
b. crosses physical boundaries; and
c. crosses legal boundaries.
2.3.1. Passengers who Cross Moral Boundaries

Passengers will cross moral boundaries if their actions cause discomfort and
uneasiness to other passengers. These violations may not be punishable by law
but some railway operators may impose fines and penalties to passengers who
committed these kinds of violations. These violations are as follows:
1. Littering, Eating, or Drinking
2. Selling of Goods
3. Open-Air Preaching
2.3.1.1. Littering, Eating, or Drinking

Some public transportations in the Philippines including railway prohibit
passengers from consuming food or beverages, as shown in Figure 23, while
onboard a train or in a station as it may cause discomfort to other passengers
and their trash may cause an obstruction on the tracks. Passengers who are
caught eating or drinking will be asked to stop, and some railway operators will
impose fines. However, there are passengers who still need to eat or drink as in
the case of senior citizens, pregnant women, children, and those with sickness. If

Passenger Behavior
such is the case, the railway operations personnel must ask the passenger to
refrain from littering and ask them to throw their garbage in the appropriate
trash bin.
Figure 23. Littering, Eating, or Drinking
In other countries such as Taiwan, passengers who are caught eating, drinking,
or littering inside the train or the station will be asked to pay a fine from 1,500 to
7,500 Taiwanese Dollar or equivalent to 2,500 to 12,600 Philippine Peso.
Likewise, in Singapore, passengers who will be caught consuming food and

drinks inside the train or the station will be asked to pay a fine worth 500
Singaporean Dollar or 17,800 Philippine Peso. Moreover, if a passenger is caught
littering or spitting inside the train or the station, he will be asked to pay a fine
worth 5,000 Singaporean Dollar or 178,000 Philippine Pesos.
Here are some sample scenarios of littering, eating, or drinking:

 On February 9, 2019 at Boni Station in MRT-3, a Chinese passenger threw
a cup of soya (taho) to a police officer who asked her to finish her drink before
entering the station.
 A passenger who was eating fries inside the train was asked by roving
security personnel of MRT-3 to stop eating and to keep the food inside
his/her bag.
 A station personnel asked a senior citizen who was taking some medicine
inside the station to refrain from littering and to throw the garbage in the
appropriate trash bin.

Passenger Behavior
2.3.1.2. Selling of Goods

Selling of goods, as shown in Figure 24, such as newspaper, food, and drinks are
not allowed inside the train and the station as it may cause obstruction and
discomfort to other passengers. The railway operator may have the right to take
or confiscate the materials being sold as a penalty.
Figure 24. Selling of Goods
In other countries such as Taiwan, passengers who are caught selling goods or
conducting commercial activities inside the train or the station will be asked to
pay a fine from 1,500 to 7,500 Taiwanese Dollar or equivalent to 2,500 to 12,600
Philippine Peso. Likewise, in Singapore, passengers who are caught selling goods
or performing any business activities inside the train or the station will be asked
to pay a fine worth 1,000 Singaporean Dollar or 35,600 Philippine Peso.
Here are some sample scenarios of selling of goods:

 A passenger who was selling newspapers inside the train caused
discomfort to other passengers and was asked by the railway operations
personnel to leave the train and to go outside the station.
 A passenger who was selling candies inside the platform caused
obstruction for other passengers and was asked by the station personnel to leave
the station.
2.3.1.3. Open-Air Preaching

Open-air preaching or street preaching, as shown in Figure 25, is defined as the
public proclamation of a religious message such as the laws or words of God (“Is

Passenger Behavior
Street Preaching Biblical?”, n.d.). It is often accomplished with a voice louder

than what is used in a normal conversation, and it sometimes causes obstruction,
discomfort, and uneasiness to other people. The railway operator may have the
right to take or to confiscate the materials used during open-air preaching as a
penalty and have an option to dispose such materials.
Figure 25. Open-Air Preaching
In other countries such as Singapore, passengers who will be caught causing

nuisance or annoyance to other passengers such as conducting open-air
preaching while inside the train and the station will be asked to pay a fine worth
500 Singaporean Dollar or 17,800 Philippine Peso.
Here are some sample scenarios of open-air preaching:

 A passenger who was conducting open-air preaching inside the train
caused discomfort to other passengers and was asked by the railway operations
personnel to alight the train and to leave the station.
 A passenger who was conducting open-air preaching while at the
platform caused some obstruction and was asked by the station personnel to go
outside the station.
2.3.2. Passengers who Cross Physical Boundaries

Passengers will cross physical boundaries if their actions disobey the normal
rules and procedures of the organization. These violations may not be
punishable by law; however, the railway operators may impose fines and

Passenger Behavior
penalties on passengers who committed these kinds of violations. These

violations are as follows:
1. Entry or Exit Without a Valid Ticket
2. Tailgating
3. Causing Disruption in Train Operation
2.3.2.1. Entry or Exit Without a Valid Ticket

Passengers must use their valid tickets before entering and exiting the station.
Expired or invalid tickets will not be read by the automatic gates, and passengers
will not be able to enter or exit the platform. Moreover, jumping over and
crawling under the automatic gates, as shown in Figure 26, to enter or exit the
platform are not allowed.
Yes!
Figure 26. Entry or Exit Without a Valid Ticket
In other countries such as Taiwan, passengers will be asked to pay a fine from
1,500 to 7,500 Taiwanese Dollar or equivalent to 2,500 to 12,600 Philippine Peso
if they used expired or invalid tickets in entering or exiting the station.
Likewise, in Singapore, passengers who are caught using expired or damaged

tickets will be asked to pay a fine worth 5,000 Singaporean Dollar or 178,000
Philippine Peso.
Here are some sample scenarios of entry or exit without a valid ticket:
 The station operations personnel asked a passenger to pay the fare after
being caught using an expired ticket while exiting Baclaran Station in LRT-1.

Passenger Behavior
 The station operations personnel caught a passenger who crawled under

the automatic gates when entering Betty-Go Belmonte Station in LRT-2 and was
asked by the personnel to pay the appropriate fare.
2.3.2.2. Tailgating
Tailgating refers to a situation when two persons try to enter or exit the
automatic gate at the same time, as shown in Figure 27. This act is prohibited if
the height of both passengers is higher than the automatic gates. However,
tailgating will be allowed if the height of one passenger is lower than the
automatic gates which is 3 feet and 4 inches, for instance, parents with toddlers.
Figure 27. Tailgating
In other countries such as Taiwan, passengers who are caught tailgating will be
asked to pay a fine from 1,500 to 7,500 Taiwanese Dollar or equivalent to 2,500
to 12,600 Philippine Peso.
Likewise, in Singapore, passengers who will be caught in the paid area without a
valid ticket will be asked to pay a fine worth 5,000 Singaporean Dollar or
178,000 Philippine Peso.
Here are some sample scenarios of tailgating:

 Two adult passengers entered an automatic gate at the same time while
entering Anonas Station in LRT-2. After being caught by the station operations
personnel, they were asked to pay the appropriate fare.
 A child with a height of 4 feet was caught entering an automatic gate at
the same time with his father at R. Papa Station in LRT-1. The father was asked
by the station operations personnel to pay the appropriate fare.

Passenger Behavior
2.3.2.3. Causing Disruption

Passengers who are causing disruption display behaviors that may interfere with
the normal flow of train operations. These disruptions may include but are not
limited to opening the train doors while the train is at the interstation, blocking
the passageway of passengers, and staying in front of emergency routes and
exits. A passenger who holds or prevents the train doors from closing, as shown
in Figure 28, in order to catch the train or for other passengers to be able to
board the train causes disruption of train operations. Other passengers may be
oblivious to such situations, but holding the train door for just one person can
cause the delay of hundreds of passengers.
Figure 28. Causing Disruption
In other countries such as Taiwan, passengers will be asked to pay a fine from
1,500 to 7,500 Taiwanese Dollar or equivalent to 2,500 to 12,600 Philippine Peso
if they are caught disrupting or preventing the train doors from closing.
Likewise, in Singapore, passengers who are caught interfering with the train
doors or its operation will be asked to pay a fine worth 1,000 Singaporean Dollar
or 35,600 Philippine Peso.
Here are some sample scenarios of causing disruption:

 A passenger was asked to move and stand on the other parts of the
platform by the security personnel of 5th Avenue Station in LRT-1 because she is
standing and blocking the emergency exit of the station.
 During rush hours, the railway operations personnel asked the
passengers inside the train of MRT-3 to move inside the train because some
passengers are preventing the train doors from closing.

Passenger Behavior
2.3.3. Passengers who Cross Legal Boundaries

Passengers cross legal boundaries when their actions disobey any laws imposed
in the country. The railway operations personnel must hold the offender, who
will then be subjected to further investigations. Afterwards, the offender will be
turned over to the Philippine National Police (PNP) station for appropriate
charges or punishments. These violations are as follows:
1. Smoking
2. Vandalism or Damage to Property
3. Entry to Restricted Areas
4. Going Down the Tracks
5. Carrying Unsafe Items or Deadly Weapons
6. Creating False Alarm
7. Bomb Jokes or False Report of Bomb Threats
8. Public Disturbances
9. Scandal or Sexual Harassment
10. Theft or Robbery
2.3.3.1. Smoking
Smoking, as shown in Figure 29, is not allowed in public places and enclosed
spaces such as schools, offices, government facilities, and transportation
terminals including train stations, and it is also prohibited in public
transportation and conveyances such as jeepneys, taxis, and trains. A person
caught smoking in public places will be punished depending on the number of
times such violation has been committed.
Figure 29. Smoking

Passenger Behavior
The violator will be punished according to Executive Order No.26 which is

known as “The Nationwide Smoking Ban” with a fine ranging from five hundred
pesos (Php 500) up to ten thousand pesos (Php 10,000).
Here are some sample scenarios of smoking:
 A passenger was caught smoking inside the comfort room at Baclaran
Station in LRT-1. The railway operations personnel turned him over to the police
station.
 A passenger was caught smoking in the unpaid area of Cubao station in
MRT-3. The station operations personnel turned him over to the police station.
2.3.3.2. Vandalism or Damage to Property

Vandalism is a behavior aimed at destroying, altering, or damaging any property
which does not belong to that person and without the owner’s consent. It
includes writing, drawing, or painting any word, image, or symbol as well as
breaking or damaging chairs, windows, lightings, and doors, and altering or
knocking down signages and posters. Vandalism, as shown in Figure 30, is
punishable with a fine, and sometimes imprisonment depending on the number
of times the person has committed such violation.
Figure 30. Vandalism or Damage to Property
The violator will be punished according to the Anti-Vandalism Act (2009) with a
fine ranging from five thousand pesos (Php 5,000) up to ten thousand pesos (Php
10,000). If the person has committed the same offense for the third time, an
additional punishment of imprisonment from thirty (30) days up to one (1) year
will be imposed depending on the gravity of the action.

Passenger Behavior
Here are some sample scenarios of vandalism:

 A passenger was caught drawing images on the wall of the train of LRT-1.
He was asked to pay a fine.
 A passenger was caught removing signages that are posted inside the
train by a roving personnel of MRT-3. He was asked to pay a fine.
 A passenger was asked to pay a fine after being caught writing on the wall
of the comfort room at Katipunan Station in LRT-2. He was asked to pay a fine.
2.3.3.3. Entry to Restricted Areas

There are areas inside the train and the station where only authorized personnel
are allowed to enter and are off-limits to passengers such as the train driver’s
cabin, ticket seller’s booth, janitor’s room, and office of the treasury personnel
(in case of MRT-3). Entry to restricted areas, as shown in Figure 31, will be
considered as trespassing and will be punished according to the law.
Figure 31. Entry to Restricted Areas
According to the Revised Penal Code (RPC) of the Philippines, the violator will be
punished with an imprisonment of one (1) day to thirty (30) days.
Here are some sample scenarios of entry to restricted areas:

 A passenger mistakenly entered the ticket seller’s room at Cubao Station
in LRT-2. Hence, the railway operations personnel turned him over to the police
station.
 A curious passenger opened and entered the train driver’s cabin. The
railway operations personnel turned him over to the police station.

Passenger Behavior
2.3.3.4. Going Down the Tracks

Going down the tracks, as shown in Figure 32, is prohibited, be it voluntarily
such as suicide or involuntarily such as horse-playing, accidents, or medical
condition because passengers might be hit by the arriving or departing train
which can cause injuries, accidents, and even deaths.
Figure 32. Going Down the Tracks
Moreover, when a train driver sees a passenger in the track, their initial reaction
is to put the train to a full stop; as a result, the passengers inside the train might
be endangered and/or the train cars may be derailed.
The violator who causes damage that resulted to derailment of train cars,
collision, or other accidents will be imprisoned from two (2) years up to twelve
(12) years in accordance with the Revised Penal Code of the Philippines.
Here are some sample scenarios of going down the tracks:

 A passenger tried jumping down the tracks from the platform of EDSA
Station in LRT-1 as the train was approaching the station. After his failed suicide
attempt, he was turned over by the railway operations personnel to the police
station.
 A passenger mistakenly entered the wrong platform, so he was at the
opposite train direction. In order to save time and effort, he went down the
tracks to cross to the other side. After being reprimanded by the railway
operation personnel of MRT-3, he was turned over to the police station.

Passenger Behavior
2.3.3.5. Carrying Unsafe Items or Deadly Weapons

The Office of Transportation Security (OTS) is a government agency that is in-
charge of ensuring the security of the transportation system in the country. The
agency released Memorandum Circular No. 004 Series of 2019 which is about the
prohibited items in rails, rail stations, and depot, as shown in Figure 33.
Figure 33. Carrying Unsafe Items or Deadly Weapons
According to OTS, passengers are not allowed to bring the following items:
 Guns, firearms, and ammunition such as a handgun, pellet gun, air gun,
revolver, rifle, and even replica or imitation firearms, as shown in Figure 34, are
not allowed inside the station nor the train.
Figure 34. Firearms
 Bladed, pointed, or blunt weapons such as swords, ice picks, knives (e.g.
pen knife, swiss knife, card knife), knuckles, Billy club or “batuta”, and arnis stick,
as shown in Figure 35, are not permitted.

Passenger Behavior
Figure 35. Card Knife
 Explosives and incendiary substances such as firecrackers, fireworks,

party poppers, gun powder, grenade, dynamite, flares, and even replica or
imitation explosive devices are also prohibited, as shown in Figure 36.
Figure 36. Grenade
 Dangerous goods such as battery solutions, muriatic acids, and similar

acids, mercury, fertilizers, insecticides, and pesticides, as shown in Figure 37, are
not allowed.
Figure 37. Muriatic Acid

Passenger Behavior
 Flammable and poisonous liquids, gases, and items such as paint, thinner,
lacquer, varnish, solvents, denatured alcohol, and gels which are highly
combustible, as shown in Figure 38, are not allowed.
Figure 38. Paint
Here are some sample scenarios of carrying unsafe items or deadly

weapons:
 The security personnel at Baclaran Station in LRT-1 discovered that the
passenger was carrying a gun and ammunition inside his luggage. This passenger
was turned over to the police station.
 During the bag inspection at the entry way of Recto Station in LRT-2, a
passenger was detected to be carrying a grenade and explosives in his luggage.
The railway operations personnel turned him over to the police station.
 A passenger who refused to surrender his firecrackers and party poppers
was not allowed to enter the station by the security personnel at Cubao Station
in MRT-3.
 The security personnel at Carriedo Station in LRT-1 denied the entry of a
passenger who refused to surrender a swiss knife before entering the station.
2.3.3.6. Creating False Alarm

Trains and stations are equipped with fire alarms which are only to be used in
cases of emergencies. However, creating false or malicious alarms, as shown in
Figure 39, might cause panic, stampede, and even death to other passengers.

Passenger Behavior
Figure 39. Creating False Alarm
According to Republic Act No. 9514 or also known as the “Revised Fire Code of
the Philippines”, giving false or malicious fire alarm is punishable by a fine of
four thousand pesos (Php 4,000) up to twelve thousand pesos (Php 12,000).
Here are some sample scenarios of creating false alarm:

 A passenger pressed the emergency button inside the train of LRT-1 to
make the train stop because his companion was left behind at the station. He was
turned over to the police station.
 A passenger maliciously activated the emergency alarm at the Katipunan
Station. He was turned over to the police station by the railway operations
personnel.
2.3.3.7. Bomb Jokes or False Report of Bomb Threats

Any person who makes any threat or disseminates or conveys false information
whether in the form of verbal or written communication concerning the
presence of bombs or similar devices, as shown in Figure 40, will be punished by
law.
Figure 40. Bomb Jokes or False Report of Bomb Threats

Passenger Behavior
The violator will be imprisoned in accordance to the Presidential Decree 1727 or

the “Anti-Bomb Joke Law” of not more than five (5) years, or a fine of not more
than forty thousand pesos (Php 40,000), or both
Always remember that although it is just a joke, a bomb joke still causes panic,
poses a security threat, and causes disruption to the train operations, and
everyone should remember a bomb joke is not a laughing matter, and a joke like
that should not be thrown easily. Offenders who claim that they were only joking
will not be spared, because they should know that giving false information is
already a threat to the public and is prohibited by the law.
Here are some sample scenarios of bomb jokes or false report of bomb
threats:
 A male passenger who was waiting in line for the mandatory security
check at Gil Puyat Station in LRT-1 was turned over to the police station after he
jokingly said that the passenger in front of him had a bomb inside his bag.
 A female passenger who was having her bag inspected by the security
guard at Baclaran Station in LRT-1 was arrested when she joked that her
baggage contains an explosive.
 A male passenger of MRT-3 was arrested after he joked about carrying a
bomb while his bag was being checked by the security personnel at Cubao
Station.
2.3.3.8. Public Disturbances

Public disturbances, as shown in Figure 41, are not allowed inside the train and
station as they may cause accidents and discomfort to other passengers.
Figure 41. Public Disturbances

Passenger Behavior
Riot, verbal disputes or physical conflict with other passengers, and lover’s
quarrel are a few examples of public disturbances. Moreover, slander or
defamation which is the act of making a false statement either oral or written is
not allowed because it damages the reputation and dignity of another passenger.
According to the law, any person that causes slander or defamation will be
imprisoned for one (1) day up to four (4) months depending on how serious and
insulting the statement is.
Here are some sample scenarios of public disturbances:

 Two passengers of LRT-1 were found fighting inside the Central Terminal
station. They were turned over to the police station.
 Two passengers accused a passenger of taking their photographs using
his mobile phone. This caused a commotion inside the train of LRT-1.
Afterwards, these three passengers were turned over to the police station.
2.3.3.9. Scandal or Sexual Harassment

Republic Act No. 11313 or the “Safe Spaces Act” is a law in the Philippines that
addresses gender-based sexual harassment, as shown in Figure 42. The law aims
to ensure an individual’s personal space and safety of an individual in public
areas such as in streets, malls, restaurants, and public utility vehicles.
Figure 42. Scandal or Sexual Harassment

Passenger Behavior
It is against the law for the passengers to perform the following acts:
1. Cursing, catcalling, relentless requests to get someone’s personal
information such as name, contact details, social media details or accounts,
and/or destination;
2. Speaking words, doing gestures, or making actions that ridicule someone;
3. Persistently telling sexual jokes, names, comments, or statements that
seem to invade an individual’s personal space or pose as threats to their personal
safety;
4. Showing disrespectful body gestures at someone, revealing private body
parts, public self-stimulation or masturbation, and similar lewd sexual actions;
and
5. Touching, squeezing, or brushing up against any part of the victim’s body
including but is not limited to the arms, breasts, buttocks, face, genitalia, groin,
and thighs.
The violator will be punished depending on the crimes he/she has committed:
1. Fine of one thousand pesos (Php 1,000) up to ten thousand pesos (Php
10,000), a community service of twelve (12) hours including an attendance to a
Gender Sensitivity Seminar, and imprisonment for six (6) up to thirty (30) days.
2. Fine of ten thousand pesos (Php 10,000) up to twenty thousand pesos
(Php 20,000), a community service of twelve (12) hours including attendance to
a Gender Sensitivity Seminar, and imprisonment for eleven (11) days up to six
(6) months.
3. Fine of thirty thousand pesos (P 30,000) up to one hundred pesos (Php
100,000), an attendance to a Gender Sensitivity Seminar, and imprisonment for
eleven (11) days up to six (6) months.
Here are some sample scenarios of scandal or sexual harassment:

 A male passenger of LRT-1 was arrested after a female passenger
reported to the security personnel that the passenger exposed his private body
part and was masturbating while he was inside the train.
 The security personnel of MRT-3 turned over to the police station a male
passenger who touched the private body part of a female passenger while they
were inside the train.

Passenger Behavior
2.3.3.10. Theft or Robbery

According to the Revised Penal Code (RPC) of the Philippines (1930), theft and
robbery are different and each has different punishments. Theft, as shown in
Figure 43, is committed when a person takes someone’s personal property
without his prior consent. It is performed without violence, force, or
intimidation. Meanwhile, a robbery is committed when a person takes someone’s
personal property without his prior consent by means of violence, force, or
intimidation. In reference to these definitions, pickpocket may be considered as
theft since no violence or force was included. In contrast, snatching may be
considered as robbery since violence or force was applied to take another
person’s property.
Figure 43. Theft or Robbery
If a person committed theft, the punishment will be from one (1) day up to
twenty (20) years depending on the amount of the stolen property.
And if a person committed robbery, the punishment will be from two (2) years,
four (4) months, and one (1) day up to life imprisonment depending on the
amount of the stolen property and the degree of violence, force, or intimidation.

Passenger Behavior
Here are some scenarios of theft or robbery:

 A passenger of LRT-2 who tried to open a bag of another passenger while
they were inside the train was turned over to the police.
 The railway operations personnel of MRT-3 arrested a passenger who
was caught taking the cellular phone from the pocket of another passenger.
In general, each railway operator has a different set of rules and regulations that
should be followed by the personnel and the passengers. In line with this, it is
important for the railway operations personnel to know the policies of their
organization, the punishments and fines for every violation, and know how every
passenger violation will be dealt with. Furthermore, the railway operations
personnel must know how to prevent and handle the violations committed by
the passengers.
2.4. Strategies in Preventing and Dealing with Passenger Violations

Every railway operations personnel will encounter different violations that will
be committed by the passengers. They should be knowledgeable on the proper
ways and actions in order to prevent and deal with these violations.
These strategies are divided based on the degree of the violations committed by
the passengers:
a. Moral Boundaries
b. Physical Boundaries
c. Legal Boundaries
2.4.1. Moral Boundaries
2.4.1.1. Strategies in Preventing the Passengers from Crossing Moral

Boundaries
 Posters and signages must be displayed to remind the passengers that
eating, drinking, and littering are prohibited inside the train and station, as
shown in Figure 44.
 Trash bins must always be readily available in the station and should
always be cleaned and free from the foul odor.

Passenger Behavior
Figure 44. Posters and signages
2.4.1.2. Strategies in Dealing with Passengers who Cross Moral

Boundaries
 The railway operations personnel must use the public address system to
inform the passengers to refrain from eating, drinking, or littering inside the
train and the station.
 If the railway operations personnel see a passenger selling goods and
performing open-air preaching, they must politely ask the passenger to stop, and
they must properly ask the person to go outside the train or the station.
 The railway operations personnel may take the materials being used by
the passenger during the selling of goods and open-air preaching as a penalty.
Exercise:
On a separate sheet of paper, write a situation in which you encountered a
passenger that crosses moral boundaries and explain how you dealt with the
situation.
2.4.2. Physical Boundaries

2.4.2.1. Strategies in Preventing the Passengers from Crossing
Physical Boundaries
 Posters and signages must be displayed to remind the passengers which
behaviors are prohibited inside the train and the station.

Passenger Behavior
2.4.2.2. Strategies in Dealing with Passengers who Cross Physical

Boundaries
 If the violator was caught at the entrance, the railway operations
personnel must politely ask the passenger to go out and ask them to buy a ticket.
However, if the violator was caught at the exit, the railway operations personnel
must politely ask the passenger to pay the fare from the station where he/she
had boarded.
inform the passengers that they should avoid preventing the train doors from
closing.
inform the passengers to refrain from blocking the passageway of passengers
and the emergency routes and exits.
Exercise:
passenger who crosses physical boundaries and explain how you dealt with the
situation.
2.4.3. Legal Boundaries

2.4.3.1 Strategies in Preventing the Passengers from Crossing Legal
Boundaries
smoking inside the train and the station and going down the tracks are
prohibited, as shown in Figure 45.
 Posters and signages must be displayed inside the train and the station to
inform the passengers that a specific area is for authorized persons only, as
shown in Figure 46.
they should not hold the emergency devices found inside the train and the
station, unless necessary.
 Posters and signages must also include that giving false or malicious
alarms is punishable by law.

Passenger Behavior
Figure 45. Do not go down the tracks signage
. Figure 46. No Entry Signage
2.4.3.2. Strategies in Dealing with Passengers who Cross Legal

Boundaries
 The railway operations personnel must arrest the offender, who will then
be held for further investigations. Afterwards, the offender will be turned over to
the Philippine National Police (PNP) station for appropriate charges or
punishments.
 If the railway operations personnel are having trouble with the
passengers, acting and deciding by themselves may be dangerous. Therefore, if it
is possible, they must contact their supervisors, and they should try to team up

Passenger Behavior
with their co-employees to better address the situation regarding the

passengers.
 If the offender is a minor, the railway operations personnel must arrest
the offender who will then be held for further investigations. Afterwards, the
offender will be turned over to the Department of Social Welfare and
Development (DSWD) for appropriate disciplinary measures or charges.
ask the passengers to refrain from smoking inside the train and the station,
refrain from holding the emergency devices found inside the train and the
station, unless necessary, and to remind the passengers that going down the
tracks is not allowed.
 When a passenger brings prohibited items, the railway operations
personnel may confiscate the material. If the passenger agrees to surrender the
material, he will be allowed to enter the station. If he does not agree to surrender
the material, he will not be allowed to enter the station.
Exercise:
passenger who crosses legal boundaries and explain how you dealt with the
situation.
Being knowledgeable about the degree of passenger violations will help the
railway operations personnel to identify the appropriate actions to be employed.
If the railway operations personnel perform the necessary and appropriate
actions in dealing with these violations, the occurrence of these passenger
violations will most likely be lessened if not totally prevented.
Summary
Passengers ride railway transportation with the perception that it is faster and
safer than other modes of transportation. Hence, it is the responsibility of the
railway operations personnel to satisfy such expectations of the passengers and
to ensure that they are safe and secure at all times.
The railway operations personnel can reduce the accidents that could possibly
happen inside the train and the station if they would be able to determine high-

Passenger Behavior
risk passengers who are more vulnerable to accidents than other passengers.
These high-risk passengers can be categorized into two based on their
characteristics such as senior citizens, pregnant women, and persons with
disabilities as well as based on their behavior such as persons using electronic
gadgets, persons who exhibit disruptive behavior, and persons who disregard
safety and security reminders.
Moreover, if the railway operations personnel are aware and vigilant about the
behaviors of the passengers, they can already take necessary actions and provide
guidance and assistance to these passengers; thus, accidents can be prevented. In
addition, the railway operations personnel can inform the passengers to have a
more desirable behavior while inside the train and the station by using the
public address system, placing interactive posters and signages, politely asking
the passengers to be more cautious of their actions, or even asking the
passengers personally how guidance and assistance could be provided to them.
Furthermore, there are some passengers who go against the rules and
regulations of the organization and against the public welfare. These prohibited
acts committed by the passengers may cause interruption and disturbances.
Therefore, the railway operations personnel should identify these violations, and
they must understand that these violations have different punishments
depending on the boundary that they have crossed. These violations may be
under moral, physical, or legal boundaries.
In addition, each violation may be handled differently, since each railway

operator has a different set of rules and regulations. Hence, the railway
operations personnel must familiarize themselves with the policies of the
organization and the written legislation regarding these violations to assert the
rights of the riding public and to ensure the safety of railway operations. These
actions include placing posters and signages to remind passengers that there are
actions that are prohibited on the train and in the station. They can also inform
the passengers regarding these prohibited actions and behavior using the public
address system as well as remind them to behave accordingly.

Passenger Behavior
Finally, the railway operations personnel should always remember that they may
not be able to control every situation and its outcome, but they can always
control their attitude in dealing with it.
____________________________________________________________________________________________________
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Introduction to Station Operations
Unit 3: Introduction to Station Operations

Introduction
A railway station is a place where passengers boards and alights from a train. It
is also the place where the passengers can buy tickets as shown in Figure 54.
Nowadays, passengers have alternatives in terms of buying or loading the stored
value cards (Beep Card). Loading of the card is not only limited to train
stations, but can also be loaded via retail through bills collection centers,
automated teller machines or over-the-air of select banks, self-service loading
kiosks and touch pay, and even mobile applications. These alternative modes of
loading stored value cards help minimize queuing of passengers in buying or
loading their cards at TVMs in the train stations. Moreover, long lines in the
ticket booths can be avoided, especially during rush hours.
Figure 1. Train Station
Train stations and station platforms are considered as one of the busiest areas in
the railway transport system. When using the railway, passengers transfer from
one station to another by means of trains, and most people use this mode of
transportation when going to work and traveling back home. It is a common
scenario that some stations get very crowded, especially during peak or rush
hours. High-volume stations need appropriate passenger management for crowd
control measures. Thus, it is the duty and responsibility of station personnel to
ensure the smooth and organized flow of passenger movement during queuing

and ticket selling, as well as the management of passengers in the station

platform.
Station personnel under the station operations or station division are considered
front line service personnel in any railway operations. When considering
passengers’ safety as a priority, it is highly recommended that all station
personnel are well-equipped with basic life support training or standard first aid
in order to know how to respond in case of emergencies like fire, earthquake,
typhoon, and any other accidents. In addition, they are responsible for giving
quality service to the passengers, especially to those passengers with special
needs like persons with disabilities, pregnant women, and the elderly.
In the succeeding section, all station personnel are expected to understand that
whatever their respective tasks may be, by being knowledgeable with their tasks
and by doing the tasks according to prescribed rules and policies, they can
contribute in delivering the quality service that results to a fast and convenient
journey for all passengers.
At the end of this topic, trainees will be able to:

 identify the different types of rail stations and develop awareness on the
existing station layout in the Philippines;
 identify the importance of a station personnel;
 discuss the basic duties and functions of station personnel; and
 explain the importance of station personnel in responding to an emergency
situation.
3.1. Different Types of Rail Stations

As shown in Figure 2., train stations can be classified into three (3) station
layouts, namely: (1) elevated; (2) at-grade; and (3) depressed stations. According
to the Rail Safety and Standards Board (RRSB), it is important for station
personnel to be knowledgeable of the existing layout of the station where they
are assigned, because each type has its corresponding emergency procedures.
This is extremely important in cases of emergency, as they must know the proper
emergency procedures to manage passengers and save lives.

To illustrate the difference of emergency procedures in case of an emergency

(for example a fire broke at the station), below are scenarios that some station
personnel must consider for each type of station:
Figure 2. Station Layout
3.1.1. Elevated Station

Evacuation at the elevated station is difficult because the station platform is high
above the ground. Considering that the elevator and the escalator are not
operational during an emergency, the passengers need to be directed to the
nearest exit. Knowing the location of designated fire exits is important to manage
passenger traffic. Otherwise, it will increase during this very limited time and can
cause delays in the evacuation of the passengers.
3.1.2. At-grade Station

Evacuation at an at-grade station is more manageable than the elevated and
depressed stations. Aside from the fact that these types are closer to the ground,
at-grade stations are usually located in open spaces, so there is lesser risk that
could directly affect the passengers compared with depressed station.
Additionally, station personnel must know the assembly points to direct
passengers and keep them safe.
3.1.3. Depressed Station

Evacuation inside depressed stations is more difficult than at-grade stations.
Because depressed stations are confined spaces, the smoke can directly affect the
passengers. As a result, heavy passenger traffic is expected to arise, crowding the

stairways. Furthermore, elevators and escalators will be non-operational at this

time. Because of innate survival instincts, passengers will be rushing to the
nearest exits faster than their regular walking, and panic may even occur. Hence,
it is imperative for station personnel to need to know locations of fire
extinguishers in order to quickly put the cause of fire or activate water sprinklers
while managing the smooth and prompt exit of passengers outside the station.
It is important to understand that procedures are different for every type of

emergency so every station personnel must be aware and trained on these
procedures by considering the said type of station. In the Philippines, station
personnel are subject to shifting schedules and station-assignment rotations.
Knowing the type of station assignment is to familiarize and provide training on
the detailed emergency procedures on how to respond and mitigate these
situations. Please refer to the topic “Emergency Management Cycle” for a more
detailed discussion on how to manage and respond promptly in different types of
emergencies.
3.2. Existing Layouts of Rail Stations in the Philippines

As of 2020, there are three (3) existing light rail transits and rural trains here in
Philippines, with the following station layouts:
3.2.1. LRT line 1
Figure 3. LRT 1 Station Layout
All LRT Line 1 stations are elevated. The whole stretch is from Roosevelt Station
in Quezon City to EDSA Station in Pasay City have stations that are elevated.
Likewise, the Cavite Extension project of LRT Line 1 will also consist of eight (8)

additional stations from Baclaran to Bacoor City in Cavite. The new track will
have elevated stations with one (1) at-grade station in Zapote in Las Piñas
(Railway Technology, n.d.).
3.2.2. LRT line 2

The LRT Line 2 has elevated stations and a depressed station as illustrated in
Figure 4. These elevated stations are:
 C.M. Recto Station
 Legarda Station
 Pureza Station
 V. Mapa Station
 J. Ruiz Station
 Gilmore Station
 Betty Go Station
 Cubao Station
 Anonas Station
 Santolan Station
Figure 4. LRT 2 Station Layout
The only depressed-type of station for LRT Line 2 is the Katipunan Station in
Quezon City. In the LRT Line 2 East Extension Project, the additional two stations
are currently under construction. Once the extension project has been
completed, the line will have a total of thirteen stations from CM Recto Station in
Manila to Masinag Station in Antipolo City.

3.2.3. MRT line 3

In MRT 3, there are elevated, at-grade, and depressed stations as presented in
Figure 5. Overall, this line has a total of thirteen (13) stations stretching along
EDSA: two (2) at-grade stations, two (2) depressed stations, and nine (9)
elevated stations. Table 1. displays the different MRT Line 3 stations listed
according to type.
Figure 5. MRT 3 Station Layout
Table 1. MRT Line 3 Station Layout
3.2.4. Philippine National Railways (PNR)

The PNR stations are all at-grade even stations of the South Long Haul Line, as
shown in Figure 6. The ew rail projects of the PNR are the North-South
Commuter Rail (NSCR) system. On the other hand, the rail network of the NSCR

from Tutuban to Clark based on the plan, all have elevated stations (North-South
Railway Project (NSRP) background, n.d.).
Table 2 shows a summary of the current station layout of the existing railway
lines in the Philippines. Majority of the stations are elevated and minimal
number are at-grade and depressed types of station.
Figure 6. PNR Station Layout
Table 2. Number of Station Layout in the Philippines
3.3 Paid and Unpaid Area

A train station is divided into two (2) major areas: the unpaid are and the paid
area. Figure 7 shows a typical layout of a concourse area. The automatic gates
(AG) are located between the paid and unpaid area where passengers enter or

exit the paid area using their tickets. The passengers need to tap and pass
through the AG to access the paid area and ride a train.
Figure 7. Station Layout
3.3.1. Unpaid Area

The unpaid area is the area where the baggage inspection section, ticket office,
ticket vending machines (TVMs), and point of sale (POS) are usually located. A
passenger without a purchased ticket normally starts his/her transaction in this
area. Also, it is the part of the station where the passengers are subject to
security check and ticket selling prior to riding a train.
3.3.2. Paid Area

The paid area is located beyond the AGs. After purchasing a ticket and passing
through the automatic gates, a passenger will then enter the paid area. Inside
paid area there is the station platform where passengers wait for the trains or
alight from trains. The automatic gates are used to easily determine whether one
is in the paid or unpaid area.
3.4. Availability of Station Facilities and Equipment

Stations are equipped with standard facilities and common equipment for
passenger transactions, passenger needs, safety measures and station-related
activities.

3.4.1. Station Facilities
3.4.1.1. Ticket Office

The ticket office is where the ticket seller is situated for transacting passengers.
Tickets such as single journey or stored value cards are sold or reloaded here.
Transactions vary depending on the need of the passenger. Moreover, it is a
restricted area, and the door of the office is always locked for security measures.
Off duty personnel are also prohibited to enter the ticket office.
3.4.1.2. Supervisor’s Room

The supervisor’s room is the area where the station supervisor on-duty works.
This office is also equipped with the fire alarm, public address system, and the
automatic fare collection system’s level 2 equipment, which is the station
computer.
3.4.1.3. Auditor’s Room/ Safety Deposit Room

The auditor’s room is located inside the ticket office. This area is restricted to the
ticket seller. During allocations or remittance, one ticket seller at a time is
permitted to enter this room. Railway operators like the LRMC do not have an
auditor's room and treasury personnel. The functions of the treasury personnel
which is not limited to preparing the documents of sales, and accounting revenue
are being performed by the station supervisor.
3.4.1.4. Ticket Storage Room

This separate room is also located inside the ticket office, which is intended for
the storage of tickets.
3.4.1.5. Trash Room

The trash room is where the garbage collected for the day is gathered for
disposal.
3.4.1.6. Police Room

A police room or police area inside the station is provided for the policemen
assigned in mass public transportation sectors like the train stations.
3.4.1.7. Janitorial Room

This area is the place where cleaning materials like soap, mop, mop bucket, etc.
are stored.

3.4.1.8. Restrooms
Restrooms or comfort rooms are provided inside the station for passenger
needs. These areas are required to be clean, sanitized and available at all times.
Signages are also posted on the doors of designated restrooms. Contracted
service providers perform the regular cleaning and sanitation of restrooms in
railway stations.
3.4.1.9. Emergency Exits

Emergency exits are considered one of the most important areas in the station.
In cases of emergencies, directional exits should be present, visible and
strategically located inside the stations to ensure that passengers make their way
out of the station and proceed to designated assembly points for safety, and to
allow the emergency response team to enter the station.
3.4.1.10. Safety Tile Edge

The safety tile edge is located at the edge of the station platform to serve as
markers for the passengers. These markers should pose as warning markers, as
they are situated to inform the passengers that it is dangerous for them to step
into or beyond this line and that they are at risk of untoward incidents or
accidents. Most of the time, the yellow platform edge is made of tactile intended
also for the PWDs to guide them in boarding the train.
3.4.1.11. Train Doors Markers
Figure 8. Train Door Markers
Train doors markers are provided to organize the queuing of the passengers
while they wait for the train.

3.4.2. Station Equipment
3.4.2.1. Point of Sale

Point of sale (POS) is the device used by the ticket seller inside the ticket office. It
is designed to have the following functions:
 Change operating area (Paid and Unpaid Area)
 Analyzed ticket (SJT and SVC)
 Loading and issuing SVC
 Issuing single journey ticket
 Issue free exit.
 Deduct penalties (SJT and SVC)
 Issue paid exit
Also, POS has a function to see up to 16th transactions of SVC.
3.4.2.1. Ticket Vending Machine

Ticket vending machines (TVMs) are unmanned automatic fare collection
devices located in strategic areas of the stations. It is an alternative medium for
buying and loading of cards and tickets. However, TVM has limited functions
such as:
● issue card and ticket (SJT and SVC); and
● add value Transactions (SVC)
3.4.2.2. Automatic Gates

Automatic gates are devices that separate the paid and unpaid areas. These
devices input the entry and exit record to the ticket and card of the passengers.
Automatic gates deduct fares from stored value cards and collect single journey
tickets during exit.
3.4.2.3. Station Computer

The station computer is located inside the station supervisor’s office and
operated by the station supervisor only. It is the Level II device in the AFCS
which collects all data from the Level I equipment such as automatic gates, ticket
vending machine, point of sale, and handheld terminal. Additionally, station

computers can generate the sales report used as basis of cash sales of ticket
sellers during remittance.
3.4.2.4. Handheld Terminals

This is a contingency device that can be used in the station, if problems are
encountered in the automatic gates and point of sales. The handheld terminal is a
standby device in the station that is used as an AFCS contingency plan.
Furthermore, they are usually operated by either station supervisors or ticket
sellers. Handheld terminals have the following functions:
● Entry Gate Mode
● Exit Gate Mode
● Analyze Card Mode
3.4.2.5. Fire-Fighting /Suppression Equipment

This equipment is located in strategic areas within the station for easy access in
case of emergencies.
3.4.2.6. Public Address System

The public address system is located inside the supervisor’s room. It is usually
used for the following purposes:
● safety and security reminders to passengers
● announcements for passengers’ information
The safety reminders and some announcement using the public address system
is really important, especially in a large crowd.
3.4.2.7. Local Fire Detection System

The local fire detection system is also located inside the supervisor’s office of the
station. It is established to help the supervisor to easily locate which part of the
station is on fire.
3.4.2.8. Elevator
Elevators or lifts are provided for passengers with special needs, most especially
for the elevated and depressed stations.

3.4.2.9. Escalator
The escalators are provided for all passengers, especially in the elevated and
depressed stations. The direction of the escalators may be reversed depending
on the situation or passenger flow and traffic.
During operations or revenue hours, the availability of all these facilities and
equipment is very important for the passengers' convenient riding experience.
When station equipment encounters malfunctions, this may cause delays and
inconvenience to the passengers. Hence, station personnel must promptly report
any malfunction to the concerned office for immediate repair. It is also advisable
for station personnel to be knowledgeable in handling the passengers when this
kind of problem accidentally occurs
3.5. Importance of Station Personnel

Station personnel have different duties and responsibilities and are required to
provide quality service to passengers. The common responsibilities for all station
personnel are:
● being familiar with famous of landmarks near the station;
● being ready for the queries of the passengers.; and
● being ready in case of an emergency and trained in basic life support
(preferably CPR with AED).
Many tourists from different provinces or even countries would like to explore
the renowned areas or spots in the country, and one of which is the Luneta Park.
For example, the personnel assigned at the United Nations station of LRT Line 1
should know how to direct passengers asking how to get to the park. That
scenario is a simple, yet helpful gesture of customer service.
Giving the right information to the passengers is one of the best practices in
Japan (Tokyo Metro, 2019). Station personnel should always be ready to attend
to the needs of the passengers. A number of queries from passengers may be
raised in a day’s shift and station personnel should always accommodate these
inquiries from them. Keep in mind that all information should be correct and in
accordance to prescribed rules and policies of the railway organization.

Figure 9. Serving Fast and Efficiently to Avoid Long Queuing Lines in the Ticket
Office (MRT 3 Taft ave. station)
In Japan, according to Tokyo Metro (2019), giving the right information is one of
the best practices. Therefore, it should be made a practice in the Philippines to
have station personnel who are always be ready to attend to the needs of the
passengers. A number of queries from passengers may be raised in a day’s shift
and station personnel should always accommodate these inquiries from them. In
addition, keep in mind that all information should be correct and in accordance
to prescribed rules and policies of the railway organization.
In conclusion, passengers’ safety is always a priority in the railway industry.

Thus, it is necessary for all station personnel to be trained in basic life support
skill like the standard first aid, cardiopulmonary resuscitation and use of
automated external defibrillators. For in the absence of a station nurse or first-
aiders, station personnel know what they need to do when emergencies occur.
A station personnel is highly recommended to enhance their knowledge and

practical training on emergency preparedness by attending seminars,
performing drills etc. Always keep in mind the three golden rules of safety
mentioned in Tokyo Metro (2019):
1. Ensuring safety is vital in transportation.
2. Adhering to rules is fundamental for safety.
3. Meticulous performance of duties is a key requirement for safety.

3.5.1. Station Supervisor (SS)

The SS is the most senior station personnel working in the station (Figure 63).
They are responsible for the following:
 Making sure that the passengers in the station are safe especially at the
station’s platform.
 Ensuring to avoid accidents and incidents in the station, especially at the
station platform and continuously administering safety reminders to all
passengers through the public address system that will help prevent
untoward incidents in the station platform.
 Monitoring the station activities and managing passengers to avoid
overcrowding at the station platform, especially during rush hour while
waiting for the train.
 Monitoring and reporting of all equipment and devices in the premises of the
station assigned to the station supervisor. It is primarily to ensure
functionality of equipment such as elevator, escalator, as well as monitoring
of all emergency equipment such as local fire detection system,emergency
light, and all equipment of the automatic fare collection system (AFCS) to
ensure smooth operations.
 Monitoring of all station staff.
Figure 10. Station Supervisor
Moreover, for violations of existing rules and regulations of the railway operator
committed by any station personnel, the Station Supervisor has the authority to
implement the necessary disciplinary action. If needed, SS reports to the

concerned offices for further conduct of investigations to implement necessary

actions, or gives them a warning or written explanation. Any untoward incident
in the station premises, especially safety-related matters must be reported
immediately to the SS. Also, it is the responsibility of the station supervisor to be
on top of everything from giving appropriate guidance and instructions to proper
coordination with other departments.
3.5.2. Ticket Seller (TS)

The Ticket Sellers serve as the station’s front liners, who are under the
supervision of SS. They are mainly responsible for:
● Selling of tickets
● Having correct and detailed knowledge about the tickets and fare.
● Operating the equipment in the station such as POS and TVM
● Performing accurate ticket and cash controls
● Providing right information to passengers
● Giving effective customer service
● Helping station supervisors to address any untoward incident or in
emergency situations
● Ticket Holding by Ticket sellers shall be holding a large amount of money
from the railway company during their respective shifts.
Figure 11. Ticker Seller
It is important to make sure that all security measures regarding cash control
shall be followed at all times. For good measure, it is particularly important

during transferring cash from the one bound ticket office to another bound ticket
office, auditor’s room, or safety deposit room whatever it is. When the TS is going
to the other bound carrying money and tickets of the company, one of the best
practices is to make sure that he/she is to be accompanied by a security
personnel for security
Furthermore, the TS shall give the passengers right and fast quality service and
heartfelt assistance when they need it.
Note: TS handles a large amount of money. Thus, it is very important to be very

careful and HONEST all the time. Any misdeclaration or act of dishonesty related
to cash that found guilty shall be automatically tantamount to dismissal from
service and he or she shall be punished under the law.
3.5.3. Treasury Personnel (TP)

The TP is another important personnel in the station and assigned under the
treasury section. Basically, the TP is responsible for:
● Preparing allocation ticket and change fund for TS and ticket vending
machine (TVMs) at the beginning of the shift.
● Receiving cash and tickets from TVM operator and TS during remittance,
● Forecasting the ticket needed for one (1) day operations of the station based
on historical data.
● Ensuring that they have enough coins or smaller bills of money for change
fund of the TS.
● Organizing the cash sales of the whole shift in the station for the preparation
of bank pick-up at any time. Schedule of pick-up of cash sales for the station
does not have a fixed time for security purposes. Therefore, the station-based
treasury personnel shall make sure that the cash sales for each day shall be
always ready for pick-up, any time of the following day.

Figure 12. Treasury Personnel
In the case that there is a shortage of tickets for a certain station, the TP shall be
responsible in getting the additional ticket. The TP will then contact the
concerned offices to seek advice on what should be done, or merely borrow
tickets from another station. Besides, they shall ensure that the station
operations shall not be affected by shortage of ticket, because it may lead to
inconvenience and delays on the passengers which may result to complaints.
Because not all railway operators use the term “treasury personnel”, here are the
other terms used to refer to the TP:
Figure 13. Term Used by Railway Operators
In LRT 1, there is no treasury personnel. All of the functions assigned to the TP

are performed by the station supervisor.
3.5.4. Security Guards (SG)

Security guards (SG), as shown in Figure 14., are also members of station
personnel who handle the passengers. The chief responsibilities of security
guards are:

● Making sure to inspect all passengers entering the station

● Making sure to apprehend those passengers carrying prohibited items such
as sharp object, weapon, guns, and etc.
● Ensuring that the station is safe against any terrorist attack by conducting a
risk assessment.
Figure 14. Security Guard
The Security Guards are mainly assigned in the station to check the items carried
by the passenger and identify whether these are prohibited or not. Aside from
implementing necessary security measures at the station premises, SGs also hold
a vital role in the station as they are assigned at the station platform.
Additionally, it is their duty to ensure that passengers are safe at the station
platform while passengers are waiting to board the trains and when they depart
after alighting the trains. . Moreover, they are responsible in making sure that
all passengers are not stepping into the safety platform edge in order to avoid
accidents. Security guards must also give advice to the SS just in case passenger
crowd control is needed, since there are times that the SS cannot closely monitor
the station platform due to volume of work. . It is then important that the SGs
assigned at the platform are also trained on how to handle passengers
appropriately, especially during rush hour.
3.5.5. Contracted Janitors

Contracted janitors illustrated in Figure 15. are also under the supervision of
station supervisor. The duties and responsibilities of contracted janitors are:

● Making sure that the station, including its facilities such as elevators and
comfort rooms, is clean and presentable to the passengers
● Making sure that the surface of the station platform is always dry, especially
during rainy season, as wet platform may cause accidents that may result
injuries to passengers.
Figure 15. Contracted Janitors
If needed, they may put warning like the “CAUTION, WET FLOOR signage so that
the passengers will be informed that they should be extra careful while walking,
particularly at the station platform and stairs.
3.5.6. Nurse
The presence of station nurses is very important, specifically during an
emergency. They are assigned to the strategic station locations in order to assist
the station personnel if immediate medical attention is needed.
Note: Since there is no station nurse assigned per station, it is very important that
the station personnel, especially the ticket seller, are trained and certified in
providing basic life support or first aid to immediately respond while waiting for
medical practitioners.

Figure 16. Station Nurse
Summary
Railway stations require different set of personnel with their distinct tasks. All
railway personnel should understand the roles of each and every individual to
know their limitation and to determine the right person to approach if a problem
in the station exists. Regardless of the task assignment, every railway personnel
must be geared towards a common goal of ensuring the safety of passengers at
all times. In addition, every station personnel must embody the golden rule
"Passenger safety is vital in transportation." and acknowledge that passenger
safety is the utmost priority which could be achieved through collective effort of
all railway personnel.
Station personnel shall be able to identify the different types of rail stations and
shall develop awareness of the existing station layout in order to understand the
flow of passengers in the station in case of emergency. The emergency
evacuations may vary depending on the station layout.
All station personnel shall know the basic duties and functions of station
personnel especially during the emergencies and why it is important for them to
properly and promptly respond.
Since passenger safety is the sole responsibility of railway personnel, it is very

important for them l to be trained on how to respond to emergency situations
including proper use of emergency equipment, evacuation and other necessary
safety procedures in the station.

In performing their duties and responsibilities, railway personnel have certain

rules to follow. Every personnel must be aware of the procedures and rules set
forth by the railway operator to ensure smooth operation in the station. Besides,
every station personnel must embrace and strictly follow these rules and comply
with the training requirements to ensure utmost passenger satisfaction.
References
DOTC-MRT. (n.d.). Cash and Ticket Management. Rules and Regulations Book. DOTC-MRT.
LRTA. (n.d.). Ticketing System Procedure. Philippines: Light rail authority.
North-South Railway Project (NSRP) background. (n.d.). Retrieved from railway-technology:

https://www.railway-technology.com/projects/north-south-railway-project/
Railway Technology (n.d.). Manila Light Rail Transit Line 1- Cavite Extension. Retrieved from
https://www.railway-technology.com/projects/manila-light-rail-transit-line-1-lrt-1-cavite-
extension/ on 26 June 2020.
Transportation Research Center, B. U. (2012, 08 3). Emergency Evacuation Capacity of Subway Stations.
Retrieved from elsevier: https://www.researchgate.net/publication/257715807_
Emergency_Evacuation_Capacity_of_Subway_Station

Station Platform and Passenger Safety
Unit 4. Station Platform and Passenger Safety

Introduction
If someone asks a railway personnel about their main duties and responsibilities,
what would they say? Many people will say that it is to welcome passengers,
assist them on their needs, and always be smiling and pleasant. All of these are
true, but these are only part of the responsibilities of railway operations
personnel, which brings passenger’s safety as their utmost priority.
Passengers may choose to ride other modes of transportation, but still they
choose to ride a train, because for most people, travelling on railway has been
and will always be safe. That is why whenever a passenger enters the station or
boards the train, he/she trusts the organization to keep them safe as they travel
to their destination.
Thus, the safety and security of the passengers should be the top priorities of all
railway operations personnel.

● recognize and perform the three golden rules of railway safety
● distinguish the situations where the common accidents in the station
platform occur
● demonstrate and perform the strategies to manage the station platform
4.1. Three Golden Rules of Railway Safety

The Ministry of Land Infrastructure and Transport (MLIT) of Japan introduced
Three Golden Rules of Railway Safety, as shown in Figure 1, which must be
followed to improve the safety-first mindset of all railway personnel. These
rules, as discussed in Safety Culture and Behavioral Development topic, are
immensely promoted, displayed in every office of railway operator, and is recited
constantly during the shifts of each railway personnel.

Figure 1. Three Golden Rules of Railway Safety
4.1.1. Rule No. 1 – Ensuring Safety is Vital in Transportation

Nutrients and vitamins are important factors which give the human body life,
energy, and strength. The absence of vital is the absence of life. Likewise, in the
transportation sector, safety is considered as vital. Thus, it must be present in all
the tasks and duties performed by every personnel. If safety is disregarded by
any railway personnel, accidents and incidents such as falling to the tracks might
occur not just to them but also to the passengers. All personnel must remember
that in railway transportation services, ensuring safety should always be the top
priority.
4.1.2. Rule No. 2 – Adhering to Rules is Fundamental for Safety

Each railway operator in the Philippines has his/her own set of rules. These
rules are often written documents such as manuals, work instructions,
guidelines, and policies. Railway personnel must adhere and follow the
established rules of their organization at all times and must have no tolerance for
violations. If a railway personnel disobeys these rules, accidents and incidents
such as train derailment might happen. Always remember that safety is based on
the strict observance and adherence with the rules and procedures set by the
organization, and it can be achieved through constant practice.
4.1.3. Rule No. 3 – Meticulous Performance of Duties is a Key Requirement

for Safety
In order to ensure safety in the organization, it should be the mindset of all
railway personnel that they must perform their job right on the first time, which
means trial and error is not allowed, and they must accomplish everything with

excellence. Excellence should be characterized by a motivation to consistently

aim for the highest level of quality, and it is also an ongoing process of
continuous improvement. Railway personnel should religiously and meticulously
perform their duties even when their supervisors are not looking to them. And
by doing so, they can improve safety not just for themselves, but also for the
passengers.
These three (3) golden rules are introduced and should be followed by all
railway personnel wholeheartedly to prevent accidents from happening. Many
will think that these rules are for maintenance personnel only, but on the
contrary, these must also be followed by operations personnel to prevent
accidents in the station platform where accidents concerning passengers mostly
occur.
4.2. Station Platform Accidents

It is important for all railway operations personnel to identify and know the
common types of accidents around the platform and know its corresponding
risks. Early anticipation and recognition of the hazards and risks on the platform
can help decrease the accidents that may happen. For these reasons, if the
railway operations personnel find a dangerous situation, they must do
something to mitigate the problem. If the railway operations personnel fail to do
any actions, they will severely be reprimanded or punished by their supervisors
or by the organization.
According to the research of the Rail Safety and Standards Board (RSSB), the
most common types of accidents in the railway station happen on the platform
area. The result is the same with the data gathered from Metro Rail Transit Line
3 which was shown in Figure 2. According to the data of MRT3, the number of
passengers who fell on the platform gap was 115 and it has the highest number
of accidents last 2018, and next was the passengers who slipped or tripped on
the flooring, stairs, or escalators with 57 occurrences. Then it can be concluded
that based on the record, most accidents in the railway system happen at the
platform.

Figure 2. MRT-3 2018 Accidents

Figure STYLEREF 2 \s 2.2 SEQ Figure \* ARABIC \s 2 2 Accidents of Metro Rail Transit
Platform accidents or incidents can be categorized either when there is a train in
the platform or when there is none, as shown in Figure 3.
Absence of train in the platform

(Waiting at the platform)
Platform
Accidents
Presence of train in the
platform
(Boarding or alighting the train)
Figure 3. Categories of Platform Accidents
4.2.1. Waiting at the Platform

When there is an absence of train on the platform or while passengers are
waiting at the platform, incidents can include:
1. falling from the platform onto tracks
2. being struck by a moving train when on the platform
3. falling on the gap between a moving train and the platform
4. falling from the platform and being struck by a train
5. falling from the platform and being electrocuted

4.2.1.1. Falling from the Platform onto Tracks
Figure 4. Falling from the Platform onto Tracks
Passengers who may encounter this type of accident, as shown in Figure 4,

are:
 Passengers who are standing too close to the platform’s edge;
 Passengers who are walking while using their mobile phones or gadgets;
 Passengers who are running, rushing, or playing on the platform, such as
children; and
 Passengers who are looking for or retrieving an object near the platform
edge or have fallen on the tracks.
Exercise:
Aside from the aforementioned reasons, on a separate sheet of paper, write a
situation which results for the passenger to fall from the platform onto
tracks.
4.2.1.2. Being Struck by a Moving Train When on the Platform
Figure 5. Being Struck by a Moving Train

when on the Platform

Passengers who may encounter this type of accident, as shown in Figure 5, are:
 Passengers who are standing too close to the platform edge;
 Passengers who are using their mobile phones or gadgets while walking;
 Passengers who are running, rushing, or playing on the platform; and
 Passengers who are looking or checking the arriving train.
Exercise:
Aside from the reasons stated above, write on a separate sheet of paper a
situation which results for the passenger to be struck by a moving train when on
the platform.
4.2.1.3. Falling on the Gap between a Moving Train and the Platform
Figure 6. Falling on the Gap between a

Moving Train and the Platform
 Passengers who are standing too close on the platform edge;
 Passengers who are running, rushing, or playing while they are on the
platform, such as children; and
 Passengers who appear to be distracted or show lack of awareness of their
surroundings.
Exercise:
situation which results for the passenger to fall on the gap between a moving
train and the platform.

4.2.1.4. Falling from the Platform and being Struck by a Train
Figure 7. Falling from the Platform and

being Struck by a Train
 Passengers who are standing on the safety platform edge tile;
 Passengers who are looking or checking the incoming train;
 Passengers who are suffering from dizziness or nausea; and
 Passengers who are looking for or retrieving an object near the platform edge
or have fallen on the tracks.
Exercise:
situation which results for the passenger to fall from the platform and be struck
by a train.
Figure 8. Falling from the Platform and being Electrocuted

4.2.1.5. Falling from the Platform and being Electrocuted
Figure 9. Third Rail (Tokyo Metro, Japan)
As shown in Figure 9, some modern railway operators use a third rail instead of
overhead catenary system to provide electric supply to the trains. This third rail
is placed in parallel to the tracks and here, the trains are running and have a very
high current that may cause electrical injury when someone comes into contact.
 Passengers who appear to be confused, distracted, or showing lack of
awareness of their surrounding; and
 Passengers who are running, rushing, or playing while they are on the
platform.
Exercise:
situation which results for the passenger to fall from the platform and be
electrocuted.
4.2.2. Boarding and Alighting the Train

When there is a presence of train on the platform, or while passengers are
boarding or alighting the train, incidents can include:
1. falling on the gap between a stationary train and the platform;
2. slipping, tripping, or falling on the platform while boarding or alighting the
train;
3. being trapped in the train doors; and
4. being trapped in the train doors and dragged by the train.

4.2.2.1. Falling on the Gap between a Stationary Train and the

Platform
Figure 10. Falling on the Gap between a Stationary Train and the Platform
Passengers to look out for to prevent this type of accidents, as shown in Figure
10, are:
 passengers who are rushing to board or alight the train;
 passengers who are pushing or fighting each other just to board or alight the
train;
 passengers who appear to be distracted or showing lack of awareness of their
surroundings;
 passengers who are using their mobile phones or gadgets while boarding or
alighting the train; and
 passengers who are running or playing while boarding or alighting the train,
such as children.
Exercise:
Aside from the aforementioned reasons, write a situation which results for the
passenger to fall on the gap between a stationary train and the platform on a
separate sheet of paper.

4.2.2.2. Slipping, Tripping, or Falling on the Platform while Boarding

or Alighting the Train
Figure 11. Slipping, Tripping, or Falling on the

Platform while Boarding or Alighting the Train
11, are:
 passengers who are running or rushing to board or alight the train;
 passengers who are still boarding or alighting the train even though the train
doors are already closing;
 passengers who are leaning on the train doors;
 passengers who are not paying attention to their surroundings such as using
mobile phones and gadgets;
 passengers who are suffering from disability or reduced mobility; and
 passengers who are elderly.
Exercise:
passenger to slip, trip, or fall on the platform while boarding or alighting the
train on a separate sheet of paper.

4.2.2.3. Being Trapped in the Train Doors
Figure STYLEREF 2 \s 2.2 SEQ Figure \* ARABIC

Figure 12. Being Trapped in the Train Doors
12, are:
 passengers who are still boarding or alighting the train even though the
warning signal is already on and the train doors are already closing;
 passengers who are leaning on the train doors;
 passengers who appear to be distracted, confused, or showing lack of
awareness of their surroundings; and
 passengers who are elderly.
Exercise:
passenger to be trapped in the train doors on a separate sheet of paper.
4.2.2.4. Being Trapped in the Train Doors and Dragged by the Train
Figure 13. Being Trapped in the Train

Doors and Dragged by the Train

13, are:
 passengers who are still boarding or alighting the train even though the
warning signal is already on or the train door is already closing;
 passengers who are standing or leaning on the train doors; and
 passengers who are unaware of the surroundings or being distracted.
Exercise:
Aside from the aforementioned, write a situation which results for the passenger
to be trapped in the train doors and dragged by the train on a separate sheet of
paper.
As observed from the aforementioned accidents, it is evident that sometimes,

accidents resulted from the passengers’ behavior. Unfortunately, they may not
know what is safe to do on a platform and what is not. According to the research
of the Rail Safety and Standards Board (RSSB) in 2019, most passengers think
that their behaviors are safe and socially acceptable such as standing very close
to the platform and leaning on the train door. But on the contrary, these
behaviors are considered dangerous. Passengers do not have the same
knowledge of the railway systems compared to railway operations personnel. It
is expected for railway operations personnel to influence passenger behaviors in
order to demonstrate desirable behaviors on the platform.
Figure 14. MRT–3 2012 to 2018 Accidents
According to the research of the Rail Safety and Standards Board (RSSB), the
number of platform accidents has been increasing through the year.

From their data, the 1259 platform accidents in 2009 increased by 18% to 1490
platform accidents in 2014. The result is the same with the data gathered from
Metro Rail Transit (MRT) Line 3, as shown in Figure 14. MRT Line 3 recorded a
total of 87 platform accidents in 2012 and almost tripled to 246 platform
accidents in 2018.
For these reasons, railway operations personnel are given a vital role in lowering
these numbers and in keeping the station platform safe. Even when the
passengers do not look after themselves, all railway operations personnel have a
responsibility to look after them and to ensure their safety and security. This can
be done by managing the station platform properly.
4.3. Station Platform Management

After discussing all the station accidents, it is important for railway operations
personnel to know how to prevent or mitigate these accidents. It can be
achieved by developing a station platform management plan.
A station platform management plan is a means to ensure that the ultimate

objective and goal of the organization is achieved, which is the passenger’s
safety. This management plan includes the methods of doing things such as; the
actions of the administration, acquisition of materials and equipment, roles and
responsibilities of personnel, and participation and collaboration of the
passengers.
When the railway organization is developing their management plan, they

should always remember that accidents or incidents often occur not only by one
factor, but are results of several risky behaviors, environmental issues, and
system issues coming together.
Example:
Accident: Falling between the train and platform
Behavior: Standing too close to the platform edge, running, or
rushing
Environmental Issues: Overcrowding on the platform
System Issues: Size of the step and gap

Accident: Being trapped in train doors

Behavior: Leaning on train doors, late boarding or alighting
Environmental Issues: Overcrowding on the platform
System Issues: Door design and obstacle detection system
In developing the plan, it is important for railway organizations to determine

behaviors which contribute to the accident and identify measures or strategies to
mitigate these environmental and system issues. A recommended strategy in
developing a management plan is the Swiss Cheese Model.
4.3.1. “Swiss Cheese” Model

An example of developing a management plan is using the “Swiss Cheese” Model
of accident causation which is shown in Figure 15. The Swiss cheese represents
the actions or defenses to avoid the hazards while weaknesses in each action are
shown by the holes in each layer of cheese. Undesirable outcomes will occur if
holes in the different layers align, and if hazards will pass through all the slices.
However, the more slices the railway organization will prepare as the defenses,
the less likely an accident will happen.
By using several defenses, risky behaviors are more likely to be avoided before
an accident. Always remember that layers of defense may be different from each
operator, and that’s why it is important for the railway organization to create
their own version in order to accurately represent the layers of defense and
identify the improvements.
Figure 15. Swiss Cheese Model

For accidents in the stations to be prevented, it is suggested to perform the

following defenses which can be categorized into two, engineering approach and
administrative approach in accordance with the Hierarchy of Controls:
1. Engineering Approach
a. Platform Design and Management
2. Administrative Approach
a. Hazard Recognition and Risk Assessment
b. Contingency Planning
c. Public Address System
d. Passenger Education
e. Staff Interactions
4.3.1.1. Engineering Approach

Engineering approach is a part of Hierarchy of Controls with the aim to isolate
the passengers from the actual hazard. If the passengers were isolated from the
actual hazards, accidents may be prevented. This includes managing the platform
design itself or placing campaign and warning signs to educate the passengers
about the potential danger.
A. Platform Design and Management

An example of a defense to prevent accidents from happening under engineering
approach is to manage the platform design itself. To manage the platform design,
the railway organization may perform the following examples:
 Railway operations personnel can remove the hazards which causes
passengers to trip or slip and maintain the surface of the platform slip
resistant;
 The railway organization can provide safety platform edge tiles and tactile
tiles on the platform, as shown in Figure 16 and Figure 17, preventing
passengers from falling down the tracks and railway operations personnel
must make sure that these are visible to the passengers;
 If several passengers are still slipping, tripping, or falling on the platform,
railway organizations should reduce the size of the step and the gap in the
platform, or as further solution to prevent passengers from falling down into
the platform, they should install platform protection such as platform screen

door, as shown in Figure 18. If the step-gap size is large and cannot be
reduced, railway organizations should provide railway personnel to assist the
passengers or provide information to warn the passengers of the gap;
 Railway organizations should consider the position of platform furniture,
stairs, and other station equipment because these can influence how the
passengers move on the platform, thus, preventing them from building up and
bumping each other.
Figure 16. Warning Sheet on the Platform Edge (Tokyo Metro, Japan)
Figure 17. Safety Platform Tactile Tiles (Tokyo Metro, Japan)

Figure 18. Platform Screen Doors (Tokyo Metro, Japan)
4.3.1.2. Administrative Approach

Administrative approach is a part of Hierarchy of Controls with the aim to
change the way how a personnel work. Preventing accidents through
administrative approach includes the procedure that should be followed by
railway operations personnel once emergency situations occur and how and
when they will provide announcement and proper interactions to the
passengers.
A. Hazard Recognition and Risk Assessment

To prevent accidents, the most important thing is to recognize the hazard that
could happen in the station and assess the risks that may happen.
In removing potential hazards, railway operations personnel should first identify

these hazards and corresponding actions needed. In addition, railway operations
personnel should assess risks that cannot be removed so that they can properly
deal and minimize the effects of accidents.
Risk assessment is not just about identifying the current risks. It also includes
reviewing all the defenses and procedures and identifying the additional risks to
provide additional solutions on a regular basis.

B. Contingency Planning
Contingency plan is a blueprint on how to deal with unusual events and is
sometimes called “Plan B”, because it is an alternative action if the expected
situation did not occur and if the desired results did not happen. Creating action
plans should be done for normal, degraded, and emergency situations.
Railway operations personnel can use the ‘what if’ scenarios, one of the
measures to safety management, in order to regularly review their contingency
plans. Railway operations personnel should review the accidents or scenarios
which could happen, and they should think of the corresponding actions in
responding to situations. What would they do if the ticket vending machines,
automatic gates, or point-of-sales are not working? What would they do if a fire
or earthquake occurs in the station? What would their actions be when a
passenger commits suicide? If the railway operations personnel think of all the
possible scenarios, it could help them decide on what their actions would be.
In a contingency plan, railway operations personnel should include some

variables such as the type of day, activities inside the station, location of the
scenario, and nature of the accident. They must ensure that there is constant
communication with the station staff, train drivers, and any external groups
involved because it is important in responding once an accident happens in the
platform.
C. Public Address System

The behavior of passengers on the platform is one of the main reasons for
accidents. Hence, it is necessary for the railway operations personnel to manage
their passengers. Accidents in the platform will be reduced when the station
operations personnel keep passengers informed. The information to be provided
to the passengers should be clear and accurate. This information should be
provided either through visual or auditory approaches so that it can be
understood by all passengers even those with special needs.
Auditory information in the station should be done timely and regularly.

Examples of auditory announcements in the platform are listed below:
 Safety announcements for passengers not to stand on safety platform edge;

 Reminders for passengers to refrain from rushing or pushing each other

while boarding or alighting the train;
 Boarding announcements for passengers to wait first for the alighting
passengers to leave the train before they enter the train;
 Information on the train size to the passengers, in case there are multiple
rolling stock available because it helps to disperse the passengers on
crowded platforms, and to prevent them from running towards train doors
when the train arrives; and
 Announcements on the present train capacity or train type so passengers can
fall in line on the platform in front of those doors with lesser passengers.
Auditory information inside the train is also necessary and should be done
regularly. Examples of auditory announcements inside the train are:
 Announcement of the name of the next station because it will help the
passengers to prepare to alight. This reduces the risk for them to run or rush
while alighting to the platform;
 Reminders for passengers to allow alighting passengers to exit at the
designated train doors, refrain from leaning on the train doors, and to mind
the platform gap. These announcements promote awareness and safety of the
passengers.
Visual information such as wayfinding information will also be necessary on

trains and platforms to prevent passengers from running or rushing and to assist
those passengers who are unfamiliar with the station or railway line.
Figure 19. Well-positioned Signage

Railway operations personnel can provide a well-positioned signage, as shown in

Figure 19. which is simple to locate, readable, and understandable by the
passengers to direct and inform passengers without causing any obstructions.
Railway operations personnel just have to ensure that these signages stand out
with other advertisements.
Railway organizations can also provide service updates such as service status,
expected busy periods, or alternative travel routes through social media or even
text messages, as shown in Figure 20 to Figure 22. These methods help
passengers be informed and make decisions before they even reach the station
and the platform.
Figure 20. Service Updates
Figure 21. Service Updates

Figure 22. Mobile Application
D. Passenger Education
Passengers may not be aware that their behaviors are unsafe or socially
unacceptable. It is then important for railway organizations to provide
passengers with proper understanding and education of the risks that may occur.
This can be achieved by placing and providing Information, Education, and
Communication (IEC) materials in the stations.
Figure 23. IEC Materials
IEC materials such as announcements, customer information screens, bulletin

boards, posters, website campaigns, or even mobile app notifications, as shown

in Figure 23, can be used as creative campaign materials to inspire and educate
the passengers about the hazards and risks in the station. In creating safety
campaigns, the strategy is to target specific behavior or group of passengers and
provide information such as the risks and actions on what they should do.
E. Staff Interactions
Railway operations personnel are mostly having conversations with the
passengers which make their interactions, attitude, and engagement towards
passengers important to ensure the influence in their behaviors on the platform.
Railway operations personnel must be approachable and must always show

willingness to help. They should not wait for the passengers to ask for something
but instead, act proactively by identifying the passengers who need help. Railway
operations personnel may politely ask the passengers if there is any support or
assistance needed.
For example:
 Ticket sellers should always show willingness to assist those passengers who
are undecided as to which station they will go to, as shown in Figure 24.
 Station supervisors should always show good disposition in responding to
the complaints of the passengers.
 Security personnel should always be approachable and polite in helping the
passengers with their luggage or in finding the correct platform, as shown in
Figure 25.
Figure 24. Station Personnel Assisting Passengers

Figure 25. Approachable Security Guard
If the railway operations personnel have constant interactions with their

passengers, they may also encourage them to act in a desirable behavior. For
example:
 Security personnel can ask the passengers to fall in line properly on the train
door markers or refrain from stepping on the safety platform edge tile while
they are waiting on the platform.
 Station supervisor can remind the passengers to mind the platform gap or
prevent them from running, rushing, or pushing each other while boarding or
alighting the train.
 If railway operations personnel see a passenger who may be at risk or may
cause harm, they should always be vigilant in dealing with them.
In order to improve the awareness of the passengers about their risks in the
platform and to properly provide guidance and assistance to them, it is
important for personnel of all railway operators to continuously learn and be
trained on how their roles and responsibilities influence the behavior of
passengers.
In order for the defense to be effective, railway operations personnel must

always remember the word E.A.S.T., which stands for:
Easy. Make it simple, easy, and avoid too much information. Use simplified
instructions and symbols and avoid jargons.

Attractive. Passengers are more likely to pay attention to things that draw their
attention such as brightly colored cones to indicate a hazard or a staff wearing
high visibility jackets to indicate where they are.
Social. People are strongly influenced by the actions of others and are likely to
follow what is seen to be normal and acceptable behavior. Boarding passengers
will be more likely to stand aside for passengers leaving a train if they see that
other passengers are giving way or moving aside.
Timely. Provide actions when passengers are most likely to be receptive to

them. A live announcement to ‘refrain from stepping on the platform edge’ is
more likely to be adhered to if passengers hear it whilst at the platform.
Summary
Most railway operations personnel will think that their responsibility is to
welcome passengers, assist them on their needs, and always be smiling and
pleasant. Yes, it is true, but they should always remember that their utmost
priority is the safety of the passengers.
One way to ensure safety of the passengers is to follow the Three Golden Rules of
Railway Safety. These rules make the railway operations personnel understand
that ensuring safety is vital in transportation, adhering to rules is fundamental
for safety, and meticulous performance of duties is a key requirement for safety.
These rules must be followed by all railway personnel wholeheartedly while they
are performing their job.
Another way of ensuring the safety of the passengers is for the railway
operations personnel to be aware of the common accidents that are happening in
the platform. These accidents occur when there is an absence of a train in the
platform or while passengers are waiting at the platform and when there is a
presence of a train in the platform, or while passengers are boarding or alighting
the train. All railway operations personnel should also be aware which
passengers are most vulnerable to these kinds of accidents so that when railway
operations personnel see these passengers, they must approach the passengers

and must have done something to mitigate the problem and prevent the
accidents.
Moreover, railway operations personnel must prepare station platform

management plans to prevent accidents from happening. These management
plans will be divided into two, engineering approach and administrative
approach. Engineering approach includes the actions of the organization to
isolate the passengers from the actual hazard such as managing the platform
design itself and to educate the passengers by placing campaign materials. On
the other hand, the administrative approach includes the actions of the
organization to change how personnel will work such as using the public address
system and their interaction with the passengers.
Railway operations personnel should always remember that any member of the
organization could mitigate an accident. They should all look out for situations
with the risk or potential to result in an accident and they should take simple
actions to help in preventing it.
References
DOTr-MRT3. (n.d.). Summary 2012 to 2018 Accidents. Philippines.

Falling man young. (n.d.). Retrieved from svgsilh: https://svgsilh.com/image/2705600.html
Platform Safety. (2019). RSSB l Platform Train Interface Awareness. London: RSSB, The Helicon 1 South
Place, London EC2M 2RB.
Tokyo Metro Co., Ltd. (2014, February). Station Staff. Retrieved from Tokyo Metro: http://www.metro-
eye.jp/vol06/gallery.html
Tokyo Metro Co., Ltd. (2016, April). Overhanging Line. Retrieved from Tokyo Metro: http://www.metro-
eye.jp/vol19/column.html
Tokyo Metro Co., Ltd. (2017, June). Safety Measures on Home. Retrieved from Tokyo Metro:
http://www.metro-eye.jp/vol23/column02.html
Tokyo Metro Co., Ltd. (2019). Capacity Development for Operation of the Philippine Railway Institute.
Tokyo, Japan
Tokyo Metro Co., Ltd. (2019, April). Manners Poster. Retrieved from Tokyo Metro:
https://www.metrocf.or.jp/manners/poster.html#2019
Tokyo Metro Co., Ltd. (2019, October 9). All station employees on duty carry their iPhones! We will install
approximately 1,500 iPhones at all stations and provide high-quality services using ICT. Retrieved
from Tokyo Metro: https://www.tokyometro.jp/news/2019/203171.html
Tokyo Metro Co., Ltd. (n.d.). Station Safety Measures. Retrieved from Tokyo Metro:
https://www.tokyometro.jp/safety/prevention/station/index.html

Security Awareness for Railway Operators
Unit 5: Security Awareness for Railway Operators

Introduction
Figure 1. LRT Line 1 Train Car 1037
On December 30, 2000, LRT Line 1 train car number 1037 was damaged near
Blumentritt Station as part of a series of terrorist attacks known as the Rizal Day
bombings (as shown in Figure 1). The attack on the line killed eleven people and injured
nineteen other individuals (Felipe & Sison Jr., 2009). This terrorist attack is only one of
the instances where targeted public transportation as mass transit systems remain an
easy target for criminals, even for the terrorists. Depending on a safe, secure, and
reliable transportation system. In railways, safety and security have always been the
highest priorities.
Therefore, heightened awareness is imperative as part of job improvement. The

government and railway operators have developed plans in a continuing effort to
enhance the security of the rail system (Omaha Track, n.d.).
This topic is based on good judgment, following established rules and procedures and
common sense.
At the end of the topic, the learner will be able to

● increase awareness on passenger safety and security;

● identify the situations that may require interventions of Hidden, Obvious, Typical
or H-O-T protocol/assessment; and
● increase awareness regarding one’s duties and responsibilities when it comes to
security in railway operations.
5.1. Definition of Terms

The word safety is encountered so many times in railway topics. The question is, is
there a difference between Safety and Security? the answer is yes. Safety and Security
are defined as:
5.1.1. Safety
Safety is avoidance of accidents, which may or may not include human factors, but are in
any case not intentional (Quora, 2017).
5.1.2. Security
Security is preventing malicious activities by people such as terrorist activities,
burglary, robbery, mugging, and, among others (Quora, 2017). As the two are defined,
railway transportation is classified as a high-risk establishment (Occupational Safety
and Health Standards, 2019), Security awareness has become one of the most important
components in the railway industry.
5.1.3. Security Awareness

It is an action that sets the stage for training by changing the attitudes to realize the
significance of security and the consequences of security failure. Security Awareness
emphasizes on the importance and the procedures to be done and one of them is the
Office for Transportation Security or OTS. (American Public Transportation Association,
2012).
5.2. Office for Transportation Security (OTS)

The OTS was established under Executive Order No. 277 as an attached agency under
the Department of Transportation (DOTr) and created in response to the international
mandate calling for a single authority for all modes of transportation security in the
Philippines (Office for Transportation Security, 2019).

The OTS is responsible for the security of the transportation systems of the country,
including, but not limited to, the following: Civil Aviation, Sea Transport and Maritime
Infrastructure, Land Transportation, Rail System, and Infrastructure.
Pursuant to the OTS MEMO CIRCULAR 002-19 - the National Land Transportation
Security Program (NLTSP) was created to address the security challenges in the land
transportation system of the country. The NLTSP primarily provides the overall
regulatory framework which shall serve as the basis for the setting of security policies,
standards, and measures that must be adopted to protect the land transportation
system against acts of terrorism and acts of unlawful interference. Their website,
www.ots.gov.ph provides further information on the agency’s mandates and services.
5.3. Understanding the Security Threats

Whether working in the station, in a workstation, inside the office, depot, or in trains,
security awareness implies contribution to a safe work environment by being aware of
the surroundings, adhering to rules and instructions, and performing thorough job
briefings. Shown in Table 1 are some of the common security threats in railway
transportation. (American Public Transportation Association, 2012)
Table 1. Common Security Threats in Railway Transportation
(American Public Transportation Association, 2012)

5.3.1. Trespassing
Any private person who shall enter the dwelling of another against the latter’s will, shall
be punished. This is pursuant to the Revised Penal Code (RPC) of the Philippines or Act
No. 3815. Check Book II.
5.3.2. Workplace violence

Violence that starts from and undermines workers or bosses, or bystanders inside a
work environment (American Public Transportation Association, 2012).
5.3.3. Theft
Theft is committed by any person who, with intent to gain but without violence against
or intimidation of persons nor force upon things, shall take personal property of
another without the latter's consent (Official Gazette, n.d.).
5.3.4. Vandalism
It pertains to damaging or destroying part of a facility, infrastructure, or secured site
(American Public Transportation Association, 2012).
5.3.5. Fare evasion or ticket evasion

The act of riding on public transport disregarding the law and/or regulation by
deliberately not buying the required ticket.
5.3.6. Smoking on trains, depots, and stations

Is smoking permitted on trains or in the station? No. Every train and station in the
Philippines is smoke-free, including e-cigarettes pursuant to the Executive Order (EO)
No. 26 of Providing for the Establishment of Smoke-free Environments in Public and
Enclosed Spaces.
5.3.7. Unruly behavior, raucous

This refers to behavior that poses immediate threat to personal safety or security (e.g.
jumping on the rail tracks, sexual harassment, malicious acts).
5.3.8. Defecation/Urination
It is illegal for any person to intentionally defecate or urinate in public places, rather
than a washroom or toilet room.

5.3.9. Alcohol or drug violations

Those under the influence of alcohol may be denied entry into the stations and depot.
5.3.10. Throwing objects

Deliberately throwing of an object at a vehicle/property that resulted in properties and
injuries to passengers/operators is also prohibited.
As shown in Figure 2 (Naniong, 2020), an example is the stoning incident at Philippine

National Railways (PNR) train last January 1, 2020
Figure 2. Stoning Incident at PNR Train
5.3.11. Unusual odors (burnt smell and the like)

Unusual smell that emanates on the equipment in stations or trains can also be
considered threat.
5.3.12. Cyber-attack
Pursuant to the Cybercrime Prevention Act of 2012 or RA 10175, Cybercrime is defined
as the intentional alteration or reckless hindering or interference with the functioning
of a computer or computer network by inputting, transmitting, damaging, deleting,
deteriorating, altering or suppressing computer data or program, electronic document,
or electronic data message, without right or authority, including the introduction or
transmission of viruses. (Official Gazette, n.d.)

5.3.13. Assault/s
A threat or attempt to inflict offensive physical contact or bodily harm on a person (as
by lifting a fist in a threatening manner) that puts the person in immediate danger of
such harm or contact. Examples are serious/major assaults, minor assaults, and assaults
with conventional weapons (Merriam Webster Dictionary, n.d; Official Gazette, n.d.).
5.3.14. Acts of Terrorism

The Anti-Terrorism Act of 2020 amends the Human Security Act of 2007. Acts of
terrorism is defined as "death or serious bodily injury to any person," "extensive
damage and destruction" to a government facility, private property or critical
infrastructure and when the purpose of those acts is to "intimidate [the] general public,"
"create an atmosphere or message of fear," or "seriously destabilize or destroy the
fundamental political, economic and social structures of the country." Those found
guilty face life sentences without the chance of parole.
5.3.15. Biological, Chemical, Nuclear, and Radiological Devices

These are devices containing harmful materials that incur mass casualties (American
Public Transportation Association, 2012).
Way back March 20, 1995, members of the religious movement Aum Shinrikyo released
sarin gas in the Tokyo subway system using five coordinated attacks at different points,
killing twelve people and injuring dozens more (Armstrong et al., 2008).
5.3.16. Improvised Explosive Devices (IED)

This can be a bomb constructed and deployed in a way other than conventional military
action. It can be a lost and found item or anything that the general public might leave
behind or misplace and may be found by other members of the public or employees of a
transit provider (American Public Transportation Association, 2012).
A saddest event happened on July 7, 2005, where London became the target of a
different kind of terrorism. Islamic extremists attacked three London Underground
locations and one bus, killing 37 people and injuring 700 others. The explosions were
caused by an IEDs packed into backpacks (Armstrong et al., 2008).

5.3.17. Bomb Threat

A bomb threat is defined as a threat to detonate an explosive device causing death,
injuries, damage to properties, whether or not such material actually exists. Some of
them are hoaxes but all must be taken seriously (Protect IU, n.d.).
5.3.18. Railway Sabotage

Rail sabotage is an action of disrupting a railway system. This is done not only to hinder
or delay, but also acts designed to actually destroy a train for example like tampering
railway devices or equipment that may compromise the functionality of the equipment
5.3.19. Hijacking/ Hostage situations

This is the act of unlawfully seizing the railway operations and forcing it to go to a
different destination or use it for one's own purposes (American Public Transportation
Association, 2012).
5.4. Duties and Responsibilities

Developing a security culture is about encouraging railway operators to follow
standards and common values towards security, whether they are inside or outside the
premises. It is important that somebody within the railway operator has a clear
responsibility for security and works to build a security culture throughout the railway
company (Department of Transportation, 2014).
This topic is an opportunity to develop

● heightened awareness of importance of safety in public transport;
● alertness to suspicious people or objects in the work environment;
● understanding of safety rules and proper procedures;
● willingness to initially respond to out-of-the-ordinary situations and circumstances;
and
● idea on how to communicate and make proper notification of unusual or exceptional
circumstances.
5.4.1. Responsibility as Railway Operator

Keeping everybody secure and safe is something to be taken seriously. ‘If you see or
hear something, say something.”

The ``if you see or hear something, say something” slogan was crafted on Sept. 12,
2001 by an advertising executive, Allen Steven Kay, a New Yorker. He came up with the
phrase after the World Trade Center attack in New York City. The said slogan has been
adopted by the Department of Homeland Security, Amtrak, the Transportation Security
Agency, Chicago, Melbourne, Australia, and San Francisco. (O'Haver , 2016). The slogan
makes one vigilant as it raises awareness on the signs of terrorism and crimes, as well
as in reporting suspicious activities by calling 911 (Homeland Security, n.d.).
All railway operators have a responsibility for the security of the passengers and
properties. There are no better reasons to heighten alertness and awareness. It is up to
everyone to do their share by acting as the eyes and ears of safety and security for the
railway as the front line of defense (American Public Transportation Association, 2012).
Fulfilling this vital role in part can be done by staying alert during circumstances or
events that are out of the ordinary and dealing with these circumstances immediately
and safely. Railway operators must remember that they have duties and responsibilities
in the railway workplace based on the NLTSP as shown below (Office for
Transportation Security, 2019).
5.4.2. Railway Operator Security Officer (ROSO)

The ROSO (e.g., Chief Security Officer among others) shall perform the following
functions:
● conduct periodic security assessments;
● formulate, develop, and implement a Railway Operator Security Plan (ROSP), in
accordance with the Program;
● ensure that the security plan is regularly updated to meet the changing condition
in security and/or in the design of facilities and/or system of operations;
● conduct internal security audits, reviews, inspections, and verifications to ensure
compliance to ROSP;
● maintain records of security related incidents;
● establish security organization defining authority, responsibility, and
accountability for the implementation of ROSP;
● implement additional appropriate security measures, as necessary, in accordance
to security level issued by OTS;

● ensure that operator performing security functions have undergone appropriate

periodic training;
● ensure security awareness to all operator; and
● ensure compliance with “Security by Design”, which means measures to ensure
information security from the planning and design stage.
5.4.3. Security Personnel

Security guards including those outsourced from service providers shall:
● perform security procedures and measures prescribed in the Security Plan;
● take part on security-related drills and exercises;
● report security incidents to the Security Officer;
● prevent entry of prohibited items at rail system; and
● undertake periodic security training.
Figure 3. Security Operator Services
5.4.4. Non-security Personnel

Non-security operator (e.g. Station Supervisor, ticket sellers and the like) shall
● Be adept to security and emergency procedures;
● Report to the security operator any suspicious person or unattended baggage
within the facility;
● Familiarize the list of prohibited items at rail system; and
● Undertake security awareness training.

5.5. Paying Attention to Familiar Activities

Everyone is familiar with the people they see every day at the station, train, office, yard,
or shop, and their respective routines for example when using the Ticket Vending
Machine (TVM). When taking note of out-of-place events and people in day-to-day
activities, there will be a security increase in the workplace and fulfill the role of the
eyes and ears of railways and the enforcement of law (Omaha Track, n.d.).
To increase the security and that of others, pay attention to the following: People,
Routine, Situations, and Conversations (as shown in Figure 4).
People Routines
Situations Conversations
Figure 4. Key Points to Monitor in Railway Transportation
5.5.1. People, Routines, and Situations

Heighten the awareness of unusual circumstances. There are things that might have
been taken for granted in the past as railway operators (for example, a passenger
staying at the same place for a long time, or an unfamiliar truck or van parked,
increased security measures like baggage inspection and body frisking after the LRT-1
bombing). Do not treat each unfamiliar passenger and vehicle as suspicious, but
attention should be given to circumstances that are out-of-the-ordinary (Omaha Track,
n.d.).
Observe a questionable situation or unfamiliar face by asking the person politely about
his/her aim to visit, or whether he/she is in trouble; if it seems safe to do so. If not,
never approach a person if it seems unsafe or if one suspects weapons are present.

Always inform the supervisor and security services and report suspicions (University of
Bristol, n.d.). Politely confront strangers or visitors on the property because there might
be a stranger who has business and needs to be there (e.g., the person is a maintenance
contractor). On the other hand, in case someone says he/she is a staff member of the
government organization and has asked to enter, it is necessary to confirm if the
relevant department has been contacted beforehand; and if not, to ask them to present
the necessary certificates or IDs (Omaha Track, n.d.).
Railway operators should know the procedures/process on how to deal with cases
especially if it deals with the security and safety, they should know these
procedures/processes by heart. Even a second of hesitation is crucial in these
situations.
5.5.2. Conversations
Security personnel must be keen in communicating with individuals. Be vigilant if there
are signs of potential trouble in the discussion with others on or off the property about
the job and workstation. Unusual interest in technical information should heighten the
suspicion and must be reported. Be vigilant of those who seem curious about the
railway operations, especially people who inquire about internal information such as
times and routes of special trains, movements involving money or consumables, and
locations of offices, including dispatching centers. In these cases, politely decline to give
out information in terms of security reasons. Do not speak openly, communicate in
public, for example, the Internet, or the internal details of trains in terms of scheduling,
especially important components, and other confidential information (Omaha Track,
n.d.).
5.5.3. Stay Alert to the Environment

It is important to identify and respond to those that are out-of-the-ordinary. Scan the
environment for problems with the number of potentials.
Railway operators must be aware of the following at all times.
5.5.3.1. Trespassers
It is important to keep unauthorized persons away from the railway restricted areas.
If safety seems to be secured, question politely, inform him/her of the laws

regarding trespassing, the potential dangers, and confirm that he/she leaves the
property.
When finding such persons, it is important to ensure the safety of passengers near
them, and report all suspicious activities to the concerned operator (e.g. Security
Guards, Operations Control Center (OCC), Police, and other persons of authority).
5.5.3.2. Entry of Unauthorized Operator

Only authorized operators are allowed to enter restricted areas, perform works,
and/or gain free access to the paid areas (DOTC-MRT 3).
A. Before they are allowed to enter the station, the Station Supervisor or the Security
Guards must:
1. ensure that their authority and/or work permit clearance are valid;
2. report to the Control Center and counter check the validity of the authority and/or
work permit clearance;
3. record the names of the operator on the station logbook, as well as other details
pertaining to the nature of purpose; and
4. ensure that the requesting party is equipped and/or complies with all the
requirements and conditions indicated in the authority or work permit clearance
(e.g., temporary signs, lights, safety gadgets, barricades, representatives, co-workers,
and the like).
B. The Station Supervisor shall further ensure that the requesting party will not cause
any kind of disruptions to the revenue service.
The Station Supervisors shall:
1. ensure that the working area has been cleared of any obstruction;
2. ascertain that all members of the party are outside the paid area of the station; and
3. report to the Control Center the completion of the work.
5.5.3.3. Lost or Confused People

Do not ignore an unauthorized individual within the railway operator’s premises and
property or on the trains or stations. Do not take risks.

Take note of those who appear to be confused or lost. They may actually be lost or
trying to find their ways around an office building or working area for criminal
purposes. Determine whether it may be unintentional or on purpose, and take
necessary action/s. Taking the appropriate action should be done as fast and quickly as
possible. As mentioned, even a second’s delay to react or respond to a potential threat is
crucial and critical.
Pay attention to safety and politely ask unauthorized people to leave and be lenient to
those who are lost or confused. If a person does not comply with instructions or if a
suspicious person does not leave, report all dubious activities to the concerned operator
(e.g. Security Guards, OCC, Police).
5.5.3.4. Railway Properties

The security of the railway operator’s premises, including its properties, is also of high
priority. Pay particular attention to the security set forth for each property. It is also
necessary to take notice of information security for property which connects external
networks which include the following.
A. Bridges
B. Tunnels
C. Dispatching centers
D. Computer centers
E. Communication and signal systems
F. Machines/equipment
G. Other properties
H. Locomotives and Train
I. Locks
J. Storage areas
K. Computers/Laptops/Tablets
L. Cars/Service Vehicles
M. Litter Bins
5.5.3.5. Patrolling
Regular patrols by uniformed staff (security guards, station supervisors) are good
deterrent as they help to reassure safety of the passengers and a key to find concealed

or unattended items, detecting suspicious behavior or checking that doors are secured
to prevent access on non-public areas to the public (e.g. Passenger Assistance Office).
(Department of Transportation, 2014).
5.5.3.6. Information Dissemination

Regular information drive using public announcements, Public Address (PA) systems,
TV screen monitors, posters, signage, as well as infographics in all stations, trains, and
depots of suspicious activities must be done to alert passengers to keep an eye for on
suspicious activities or items. Passengers are urged to report anything unusual to
railway operators (American Public Transportation Association, 2012).
5.5.3.7. Car Inspection

A. For car parking within a depot there is
1. A color-coded parking permit system to identify visitor, contractor or
employee’s vehicles;
2. Checking of parking spaces to ensure that no vehicles are parked
illegally;
3. Designating sections of the car park into spaces for employees and
visitors; and
4. Agreeing on a system with the security operator and police of dealing
with any suspicious vehicles (UK Department of Transport, 2014).
B. For Car parks at station/s

1. Public car parks, park and ride facilities, and car rental facilities are
checked to ensure that vehicles near to station facilities are not left
longer than an unusual time.
2. If public parking is available, a procedure for dealing with vehicles
that is suspicious should be agreed upon with the police force.
3. Car parks should be incorporated within any patrolling security
C. For train drivers, it must be ensured that the driver’s cab doors are closed
when items are left unattended. It is important to prevent unauthorized
people from entering the driver’s cab and potentially leaving an item on

board or engaging criminal activities in other forms like theft or

vandalism. Doors should be locked and windows secured, if appropriate.
5.5.3.8. Closed Circuit Television (CCTV)

As shown in Figure 5. and Figure 6. (Wikimedia Commons, 2010), CCTV can be used
to cover parts of stations, trains, or facilities on stations that criminal activities could
exploit, such as trash bins, lockers, and doors to non-public areas. In terms of crime
reduction, it has a mutual benefit in discouraging criminal activity, recording crimes
taking place and tracing perpetrators (Department of Transportation, 2014).
Figure 5. Closed Circuit Television Cameras at Stations

Figure 6. Closed Circuit Television Cameras inside LRT 2 Train
5.5.3.9. Know How to Make Proper Notification

Knowing how to respond in high-alert situations or emergencies will give one the
confidence and ability to handle the situation effectively. The first action is to report
suspicious activity to the concerned operator.
To prevent any breach of railways security, pay attention to teamwork and

communication, and suitable action.
5.5.3.10. Teamwork and Communication

Teamwork and communication are essential in any effort. Follow instructions and be
familiar with the emergency-response procedures and follow the instructions by heart.
1. Properly understand the importance of ensuring safety and the content and
means to be reported through job briefings and safety meetings.
2. Know how to contact the OCC and/or other security personnel in case of an
emergency and to be prepared.
3. Discuss proper responses to situations. Follow the designated plan. Group
contribution effort is vital. Each of us has a responsibility beyond the work
group.
4. Remember, notice people or events that seem out-of-the ordinary, do not
overreact. But do not under-react either.

To take suitable action, preparation is important, through education and training, and
by simulating what to expect when the situation comes. DO NOT TAKE RISKS on one’s
safety or that of others, it means one has to choose the safest measures.
5.6. Hidden-Obviously Suspicious-Typical or H-O-T Protocol/Assessment

The HOT Protocol/Assessment has been used in the railway sector and is reviewed
regularly since the early 1990s. It has been designed to assist railway operators in
identifying whether an unattended item for example it was found at a station which is a
genuine item of lost property or potentially more suspicious. The HOT protocol has also
been proven effective in minimizing delays in station operations as shown in Figure 101
(British Standard Police cited in Hirst, 2014).
It is essential to answer the following key questions when an item is discovered in a
public space without an apparent owner.
Hidden – Has the item been placed where it will not be seen easily or noticed as
unusual?
Obviously suspicious – Is its physical appearance odd? Has it been located in an
unusual place? Are the circumstances of its discovery suspicious or unusual?
Typical – Is the item typical of what railway operators would normally expect to find in
the given location?
Here are further example situations:

Hidden
Suppose there was a bag on the seat in the train. It is treated as a common lost item, but
if it's found on the ceiling or in a toilet, it might be considered as hidden and suspicious.
Obviously Suspicious
A passenger is traveling with a bottle or an electronic product is not enough to say that
it is suspicious although these things can be treated as suspicious if they are left in the
middle of the station under path.
Typical
Forgetting things like bags and umbrellas is very typical. However, if there is something
on the railway facility that is rarely handled, it could be a suspicious item.

These factors must be considered together by someone familiar with the environment,
ideally by someone who knows similar situations and if they fall under the category of
suspicious items, the relevant department or police should be contacted. Therefore, it is
necessary to keep a detailed record of the circumstances of the discovery.
Figure 7. HOT Protocol/Assessment
5.6.1. Identify Suspicious/Unattended Baggage, Parcels, and Letters

If any suspicious letter or package has been noticed, be careful in detecting, whether or
not, it might be a problem. The item does not have to be delivered by a carrier. Most
terrorists deliver and set up the bombs themselves.
Must know
• What to look for
• What to do
5.6.1.1. What to Look For

As with other railway security situations, look for out-of-the-ordinary conditions, such
as the address, appearance, postage, and the like which are suspicious. The following
provides further details.

A. Characteristics of a Suspicious Package

A suspicious package will often exhibit one or more of the following
characteristics.
1. Appearance: Common signs are oily stains or discoloration, leaks,
stains, or omissions of wire, string, or tape. Normally suspicious
material is out of the ordinary packages located/placed in odd places.
Some of the malicious packages appear to be clean and neatly packed
with this description.
2. Smell: there is an unpleasant smell.
3. Weight: unusually heavy
4. Postage: sent out without stamps or undercharged
5. Sender: no sender, false or non-existent sender
6. Other notations: signs that are confidential, such as "My lucky day has
arrived”
5.6.1.2. Key Point: What to Do?

A. Discovering Unattended Baggage
1. Should train drivers, concerned railway operators, or security guards
find an item, as part of a vehicle/facility search or during the course of
inspection, it is important to know what to do. The train driver,
concerned operator, or security guard, must use the HOT protocol.
2. Unaccompanied baggage shall be subjected to security screening
procedure to ensure that it does not contain any prohibited items
which can be used to commit acts of terrorism and acts of unlawful
interference.
3. Unaccompanied baggage shall undergo owner and baggage
reconciliation process.
4. Do not accept packages with identification markings of a suspected
package.
5. Do not attempt to open the baggage.
6. Specify dealings.
7. Do not cut a string of unwrap packages due to the possibility of
pressure release type of device.

8. Do not shake the suspected package since there is a possibility of

disturbing the trigger mechanism.
9. Do not puncture or cut the box with metallic objects as the possibility
of an electric trigger that causes an explosion.
10. Do not allow radio transmission near the vicinity.
11. Do not pass metallic objects over or near the vicinity.
12. Do not switch on lights or any loud sound emitting device.
13. Do not underestimate the size of the package, it can contain a powerful
explosive.
14. Inspect the package for lumps, bulges, or protrusions, without
applying pressure, if delivered by a carrier
15. Balance-check the package if it seems lopsided or heavy-sided.
16. When receiving a bomb threat in writing, be sure that all materials are
saved, including any container or envelope and make every possible
effort to preserve evidence such as handwriting, fingerprints, and
postmarks. Any unnecessary handling may damage the evidence that
may prove essential in identifying and tracing the writer.
17. When receiving a suspicious letter or package, inform the concerned
operator (e.g., Station Supervisor, Security Guards, Police, K-9 unit—
bomb sniffing dogs).
5.7. Prepare for Bomb Threats

A harsh reality of today's world the illegal use of bombs or explosives by terrorists or
criminals is progressively common and catastrophic. Railway operators are charged to
protect the life and property of the threats.
The threat of bombings is delivered in a variety of ways. Mostly are called in to the
target. Calls are made through a third party occasionally, and sometimes, a threat is
communicated by a recording or writing. Bombs can be constructed to look like almost
anything and can be placed or delivered in a number of ways. It is very difficult to find
the bomb.
When receiving a bomb threat, DO NOT PANIC!

Respond to the threat and focus on getting:
• Information

• Expert assistance
• Information
The caller is the most important source of information. All bomb threats should be
treated as serious and real. When there is a bomb threat through a caller, the following
must be done.
Actions to be Taken on Receipt of a Threat

• First, record the exact time received the threat.
• Remain calm and talk to the caller.
• Note the caller’s number if displayed on the phone.
• Check if the threat had also been sent via e-mail or social media.
• Record the call if possible.
• Write down the exact wording of the threat. If by the phone, record the person's
characteristics (assumed gender, age, and speaking characteristics).
As shown in Figure 8, the Philippine Bomb Data Center, cited in a tweet by Mandaluyong
CDRRMO (2016) presents the bomb threat checklist below.
Figure 8. Bomb Threat Checklist

Expert Assistance
Report the information immediately to the person designated by the railway operator.
Then, in accordance with the instructions of the person, he/she will contact the police,
preserve the situation, coordinate with the concerned parties, and guide the passengers.
5.8. Security Threat Level

The Security Threat Level determines the appropriate security measures, based on
security assessment on the current scenario that must be implemented. The following
are the levels of security threats outlined by the Office for Transportation Security.
 Level 1. (Normal) - application of minimum appropriate protective security
measures to be maintained at all times.
 Level 2. (Heightened) - appropriate additional protective security measures to
be maintained for a period of time as a result of heightened risk of a security
incident.
 Level 3. (Imminent) - further specific protective security measures to be
maintained for a limited period of time when a security incident is probable or
imminent although it may not be possible to identify the specific target.
To further discuss these levels of threat, Balog (2005) has given the following
descriptions.
5.8.1. Level 1. (Normal)

New normal day-to-day operations: Exists when a general threat of terrorist activity
exists but warrants routine security posture. This level includes security awareness and
training, restricting certain information to a need-to-know basis, restricting the ability
of unauthenticated persons to trace sensitive information and regularly testing that
security systems are operating as intended.
5.8.2. Level 2. (Heightened)

When there are foreign visits or international conferences actions at this level include
security and awareness briefings as part of daily job briefings, performing content
inspections of vehicles and facilities, and a sudden increase of security at designated
areas.

5.8.3. Level 3. (Imminent)

When a bomb explodes near the station, the effect will be further restricting access and
to increase security vigilance at railway facilities and other designated areas and
requesting national guard security for certain critical assets.
5.9. Prohibited Items at Railway Stations

Pursuant to OTS Memorandum Circular (MC) No. 004 series of 2019 and Section 2 and
Section VI paragraph A1c of the NLTSP, the OTS adopted and promulgated the following
guidelines on prohibited items before entering the railway station/s, depot and trains,
as shown in Figure 9 (Office for Transportation Security, 2019). These infographics
were disseminated, posted, and announced to all existing railway lines (Office for
Transportation Security, 2019).
Figure 9. Standard Prohibited Items List for Railways

Note: Worker’s tools shall be subjected to proper packaging, under Section VI of MC No.
004, series of 2019. Additional items may be prohibited by the Railway Management as
a result of risk assessment conducted. For example, in LRT Lines 1 and 2, MRT 3, and
PNR, balloons are not allowed to be brought inside the station because they may cause a
bomb-like sound when popped and may cause panic to the passengers. Moreover, in
electrified lines like LRT Lines 1 and 2 and MRT-3, the balloons may entangle on the
Overhead Catenary wires causing delay or stoppage in operations. In addition, animals
are not allowed inside the stations and trains except for bomb-sniffing dogs or K-9 units.
5.10. Pitfalls
Be careful of these common pitfalls as strive to fulfill the responsibilities in terms of
security.
● Underestimating the threat

Do not try to handle a potential threat alone. It is better to get additional support.
● Waiting too long to report a potential problem

Anyone does not want to over-react, but also needs intervention, as soon as
possible.
● Having a gut feeling and prejudice

Human beings tend to have intuitive reactions about danger long before the facts
are clear.
5.11. Indicators of Success

How to know if what was learned has been effectively applied?
● Having a heightened awareness of security issues as a railway operator
● More alert to suspicious items or persons in the work environment
● Committed to proper and safe rules and procedures
● Willing to take proper initial measures out-of-the-ordinary situations and
circumstances
● Make proper notification of exceptional or unusual circumstances

Summary
All railway operators must know the threats in terms of safety and security is a concern.
Know the duties and responsibilities in terms of safety and security.
● The HOT Protocol/Assessment has been designed to assist railway operators in
determining whether an unattended baggage found at the station is a genuine
item of lost property or potentially more suspicious. It is proven effective in
minimizing delays in railway operations.
● Job knowledge, familiarity with work area, and adherence to rules has a vital role
in transportation security. Complying with these rules is the best ways to
prevent incidents and injuries.
References
American Public Transportation Association (2012). Security awareness training for transit employees.
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content/uploads/Standards_Documents/APTA-SS-SRM-RP-005-12.pdf
Balog, J. N. (2005). Public transportation security, Volume 7. Retrieved from Public Transportation
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PA8&lpg=SA7-
PA8&dq=announcement+remind+passengers+suspicious&source=bl&ots=l25JgyxTZl&sig=ACfU
3U1OgOxOhvtiIzy4ROlDD6KVsQELOA&hl=en&sa=X&ved=2ahUKEwiLzJeHr9zpAhVJMd4KHdAY
BD8Q6AEwAHoECAkQAQ#v=onepage&
Hirst, E. (2014, November 26). Hot poster - lost or suspicious? #counterterrorismweek2014. Slideshare.net.
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a/file/316816/light-rail-security-best-practice.pdf
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suspects-sentenced-today
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https://www.dhs.gov/see-something-say-something
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critical information from the perpetrator. #StayAlert. Photo: Retrieved from
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RELEASED BY THE OTS [Status Update]. Retrieved from
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planning/procedures/bomb-threats.html
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_near_the_site_of_the_Library_of_Birmingham_-_CCTV_in_operation_sign_(4368454567).jpg

Introduction to Train Operations
Unit 6: Introduction to Train Operations

Introduction
Train operations is one of the essential components of a railway system. It
involves all the activities regarding the movement of trains such as train traffic,
adherence to a timetable, schedule for insertion and removal to and from the
depot and managing delays during disruptions to service. The responsibility of
ensuring safe and efficient train operations falls on the controllers of the
Operations Control Center (OCC), train drivers, and mainline staff. However, it is
also important for station operations staff to be familiarized with the functions of
train operations because coordination and communication between the two
often occur during the revenue service.

 Explain the basic components of a railway system
 Discuss the different types of rail transport
 Describe the functions of a train driver
6.1. Outline of the Railway System

“Rail” (2020) defines rail transport as the system of taking passengers or goods
from one place to another by railway. In contrast to road transport, where
vehicles run on a prepared flat surface, rail vehicles or rolling stock are
directionally guided by the tracks on which they run. Tracks usually consist of
steel rails, installed on sleepers set in ballast, on which the rolling stock, usually
fitted with metal wheels, moves. Other variations are also possible, such as slab
track. This is where the rails are fastened to a concrete foundation resting on a
prepared subsurface. In the Philippines, there are four existing railway systems
namely LRT1, LRT2, MRT3 (Figure 1), and PNR.

Figure 1. One of the Busiest Railway Systems in the Philippines (Marasigan, 2017)
Rolling stock in a rail transport system generally encounters lower frictional

resistance than rubber-tired road vehicles (Nice, 2020), so passenger and freight
cars can be coupled into longer trains. The operation is carried out by a Railway
Operator, providing transport between train stations or freight facilities. Power
is provided by drawing electric power from a railway electrification system or
produce their own power, usually by diesel engines. Most tracks are
accompanied by a signaling system.
Railways are a safe land transport system when compared to other forms of
transport and it is one of the most important modes of transportation. Although
it is becoming more popular, it has its own advantages and disadvantages.
6.1.1. Advantages of a Rail Transport

Safety is the primary characteristic of rail transport. The chance of an accident in
rail transport is very slim that is why it is considered as one of the safest modes
of transportation (Mallari, 2020). Another equally important characteristic is
speed. Railway transport is capable of operating fast and efficient trains. High-
Speed Rail can run trains at speed of more than 250 kph (Nunno, 2018).
Moreover, rail transport is suitable for bulky and heavy goods. Cargo or freight
trains are very economical and can carry heavy loads (Figure 2). In addition to

this, the fare is very cheap and can be patronized by everyone regardless of
financial status. Furthermore, rail transport is environmentally friendly as it
runs mostly electric trains. Lastly, rail transport has a large capacity and can
carry many passengers.
Figure 2. Cargo Train (Ruenchinda, 2020)
6.1.2. Disadvantages of a Rail Transport

Although railway transport has many advantages, it suffers from certain
limitations. To begin, a railway system has several complex mechanical and
electrical systems which need regular maintenance to be efficient and reliable
(Figure 3). In addition, constructing a railway system requires a huge
investment of capital. The construction, operation, and maintenance expenses
are very high. Moreover, it lacks flexibility. The routes and schedules cannot be
adjusted to individual requirements. Lastly, it also lacks door-to-door service. It
is tied to its track and cannot bring their passengers in to doors of their
homes.

Figure 3. Maintenance Personnel doing repair on the track (Xinhua, 2019)
6.1.3. Rail Track and Train Wheel

A railway track is a set of two parallel rows of steel used by trains to move
people from one point to their destination (“Rail”, 2020). It is supported by cross
pieces spaced at regular intervals. It maintains the rails at a fixed distance apart
and is usually made from wood or concrete.
Trains can stay on their tracks because of their wheels. At first glance, the
wheels look cylindrical in shape but looking closely will show that it has a
slightly semi-conical shape. This special geometry is what keeps the train wheels
on their tracks. The inside of the wheel has a larger circumference than the
outside of the wheel. It has a raised edge called a flange (Figure 4) which
prevents the train from derailing.

Figure 4. Wheel Flange
When a train runs in a curved area, centrifugal force pushes (Buddies and
Lohner, 2019) the outside of the wheel to the larger part of the cone and pushes
the inside wheel to the smaller part of the cone (Figure 5). The wheels on each
side of the train are connected with a metal rod called an axle. It keeps the
wheels move together, both turning at the same speed when the train is in
motion.
Figure 5. Centrifugal Force of a Train Wheel on a Curved Track

6.1.4. Coning of Train Wheel

In coning of the wheel, the tread or rim of wheels of railway vehicles is made in
the shape of a cone (Figure 6). It maintains the vehicle in the central position on
the track. On a straight track, portions of the wheels running on track have the
same diameter. While on a curved path, the outer wheel has to cover a larger
distance than the inner wheel. Thus, the portions of wheels running on track
have different diameters which help smooth the running of wheels (Buddies and
Lohner, 2019).
Figure 6. Conical Shape of a Train Wheel (Prakash, 2013)
The Coning of the wheel has the following advantages:

1. Smooth riding
It helps the vehicle to run on curves smoothly and without a hitch.
2. Minimize damage on wheel flanges
It reduces the wear and tear of flanges due to the friction between the wheel
and rail.
3. Sufficient wheel movement
It gives enough lateral drift when wheels are running.
4. Prevention of wheel slip
Although wheel slips depending on the rail condition, it still lessens its
occurrence.

The disadvantages of the train wheel are:

1. The wheels tend to slip if the train rapidly decelerates, brakes abruptly or
when the train is running on steep inclines.
2. The wheel is only guided by a flange, so proper maintenance must be
observed
6.1.5. Train Wheel Adhesion

Train wheels can run on rails because of the force that exists between them and
it is called adhesion (Figure 7). When the vehicle runs, its wheels also rotate on
the rails. This is possible because the wheel tread is in contact with the rail
surface and does not slide.
Figure 7. Train Wheel Adhesion
The adhesion is obtained by multiplying the weight per wheel (i.e. wheel load) by
the friction (adhesion) coefficient between the rail and the wheel (Ishida, 2009).
The adhesion coefficient is not constant but decreases as the vehicle speed
increases.
6.1.6. Wheel Slip and Wheel Slide

When the rails are wet, wheel slip can occur during starting and accelerating
because the adhesion between the wheel and the rail is weaker (Table 1).
Consequently, when the train is decelerating in similarly wet conditions, the
wheel can also slide. Wheel slip can result when the wheel’s torque is stronger
than the adhesion at that time. Wheel slide can result when the braking force is
stronger than the adhesion at that time. Road vehicle wheels also experience

both slip and slide on wet road surfaces. Due to the lower adhesion coefficient of
train wheels, as it is made of steel, it is prone to slip and slide compared to
rubber wheel on road.
Table 1. Coefficient between Rail and Wheel
To move the train, the wheels are rotated by the power generated by the motor
on an electric railcar or the internal combustion engine on an internal
combustion railcar.
On an electric railcar, a small gear on the motor’s rotating shaft rotates, which
rotates a large gear that is in mesh with the small gear (Figure 8). As the large
gear rotates, the wheel that is installed on the same axle as the large gear rotates
as well. This is how the motor’s rotating force is transmitted to the wheel.
Figure 8. Power Transmission of an Electric Railcar

On an internal combustion railcar, the engine’s rotating force is transmitted via

the propeller shaft to the reduction gear on the axle, rotating the gears in the
reduction gear assembly to drive the wheel. (Figure 9).
Figure 9. Power Transmission of an Internal Combustion Engine Train
6.2. Types of Rail Transport

In the early years, railway vehicles for both passenger and freight transport were
mostly pulled by locomotives (Lo, 2015) except those for commuting in city and
suburban areas. Subsequently, electric railcars and internal combustion railcars
are introduced to replace the pulled type vehicles for passenger transport while
locomotives have continued to be used to pull container or cargo trains.
6.2.1. Heavy Rail

Heavy rail is a traditional high platform subway or elevated rapid transit line.
Principal characteristics are operation over rights of way that are completely
segregated from other uses, with track placed in subway tunnels, on elevated
structures, or fenced surface rights-of-way, free of at-grade crossings with roads.
Trains consist of anywhere from two to twelve cars, drawing power from a third
rail or in some cases from an overhead wire. Boarding is from high platforms
that are even with the floor level of the car, allowing large numbers of people to
enter and leave rapidly.

In the Philippines, two of its railway lines are categorized as light rail systems
but are actually heavy rail. LRT line 2 has the characteristics of it through the
use of high capacity rolling stock (Figure 10) and high-platform stations while
MRT line 3 also has a high passenger throughput.
Figure 10. LRT2 Rolling Stock (Olarte, 2019)
6.2.2. Metro
Metro or Metropolitan Railways is a train that is specifically designed to run in
metropolitan cities (Singh, 2018). It runs in tunnels, viaducts, or at-grade levels
but with physical separation to prevent unauthorized access. In other countries,
the Metro system is also known as the underground, subway, or tube.
Metropolitan railways are capable of serving a high volume of passengers by
deploying trains of up to 10 cars in some countries.
The world’s first metro system is the London Underground (Figure 11), first
opened in 1863 as an “underground railway” and in 1890, operated the first
electrified underground line (Dugdale, 2019). As of 2017, there are more than
178 metro systems in the world (UITP, 2018). For each system, many countries
have built a network of lines. The table below shows the top 10 largest metro
systems in the world in terms of the number of stations.

Table2 Largest Metro Systems in the World (Staff, 2015)
Figure 11. London Underground (Cavendish, 2013)
Metro Trains are composed of two cars at the minimum and have the capacity to
carry a minimum of 100 passengers. It often involves some level of automation
from automated on-board announcements to fully driverless trains. The busiest
metro system is in Asia, particularly Tokyo Metro, which carries more than 3.463
billion passenger trips per year (Hutt, 2018). It is formerly operated by Teito
Rapid Transit Authority and was privatized in 2004. It currently operates 179

stations on nine lines and has 195 kilometers of route. The oldest line of Tokyo
Metro is the Ginza line (Figure 12).
Figure 12. Tokyo Metro Ginza Line

(Photo taken at Tokyo Metro during the PRI staff’s Capacity Development
Training)
6.2.3. Light Rail

Light rail or light rail transit is an urban rail transportation that has a lower
capacity and lower speed than heavy rail and metro systems. However, it is
higher than streetcar or tram systems in terms of capacity and speed. It also
uses electric rail cars and is operating mostly in a dedicated right-of-way. It is
separated from other vehicular traffic but sometimes, if needed, mixed with
other traffic in city streets. Moreover, its cars are normally longer and more
spacious. Most today are articulated, meaning that they are made of several
body sections connected by a flexible joint that allows lengthy cars to bend as
they negotiate sharp curves and steep grades.
6.2.4. Tram
A tram also called a streetcar, trolley car, or trolley, is a vehicle that runs on
fixed rails and is designed to travel on streets, often sharing road space with
other traffic and pedestrians (Courtenay, 2020). Its lines are called tramways or
electric street railways. Tram rolling stocks are lighter and shorter compared to
other urban-type trains. Currently, most tram systems are electrified, usually by

overhead catenary systems. Older types of trams use trolley poles or a bow
collector. Some modern tram lines already use a third rail power system and
others have dual power systems – electricity in city streets and diesel in more
rural areas.
Trams are now normally categorized as light rail, which also includes grade-
separated systems. Some tramways share segments with urban lines known as
tram-trains. The advantage of current tram systems over earlier types is the low
running resistance of metal wheels.
The world’s first electric tram was seen upon the streets of Berlin in Germany in
1881 and was known as the Gross Lichterfelde Strassenbahn (Laminie and
Lowry, 2012). This idea soon caught on, with cities all over the world, changing
to electric tram networks as they were much cheaper and quicker to construct
than the conventional railway lines or underground systems.
6.2.4.1. World’s Best Tram System

(Saraogi, 2019) ranked the Lyon, France tram system (Figure 13) as the best
performing tram system in large cities across the world because of its systematic
mode of interconnecting the entire city. The Lyon tram was developed in 1879,
and currently the three out of five lines carry 100,000 passengers per day. It has
a network length of 70 km with six lines.
Figure 13. Lyon Tram (Schwandl, 2004)

6.2.5. Commuter Rail

Commuter rail, or suburban rail, is a passenger rail transport that operates
within a metropolitan area and connects passengers from cities to nearby towns.
Generally considered as heavy rail, it uses electric power and diesel-powered
trains. The service is in contrast to rapid transit or light rail as the frequency of
train departures is longer. Other differences from rapid transit are the following:
 It uses a larger rolling stock.
 It provides more seating and less standing room due to the longer routes.
 It has a lower frequency of service.
 It has a scheduled service as trains run at a specific time rather than specific
intervals.
 It serves lower-density suburban areas.
 It is not fully grade separated as it contains level crossings.
As mentioned, the train schedule of commuter rail has a lower frequency. If

rapid transit has fixed intervals, commuter rail follows a fixed schedule.
Moreover, its stations are spaced further apart. There are some services that
operate only during rush hours and some just have fewer departures on off-peak
hours and weekends. The average speed of its train is 50 kph or higher.
Figure 14. Oldest Commuter Railway in the World (“Oldest”, 2011)

The general range of commuter rail’s distance is 15 to 200 km. Distances

between stations may vary, depending on the area of the town where there are
more passengers. Most commuter rail systems run on standard gauge track
while there are some which run on a narrow-gauge track.
The oldest commuter rail in the world is the metro line between Chillingham
Road and North Shields in the UK (“Oldest”, 2011). It opened in 1839 creating a
route between the city and its coastal towns and closed in 1980 for two years of
modernization works. In 1982, it re-opened as a Metro system.
6.2.6. High Speed Rail

High-speed rail is a type of rail transport that runs faster than any other type of
rail transport. It uses a specialized type of rolling stock and has dedicated tracks.
Although no standard applies worldwide, lines that run over 250 kph are
considered high-speed.
6.2.6.1. History of High-speed Rail

High-speed rail development started in Germany in 1899 when its state railway
company and 10 other engineering and electrical companies electrified railway
lines of the military (Figure 15). They built two railcars and began testing in
1902. In October 1903, the said train reached a speed of 206 kph and this
proved that running a high-speed rail is feasible (“High-speed”, 2020).
Figure 15. Germany's High-speed Rail Experiment (“High-speed”, 2020)

Although there was already a breakthrough in high-speed rail, the cost of

infrastructure, several disasters like derailments and collisions hampered the
introduction of high-speed rail for commercial use. However, the physical laws
were already found and quadrupling the curve radius if the speed was doubled
and that went also for acceleration and braking distances.
Still in 1903, in the United States, railway officials organized a commission to

conduct long series of tests to develop a design for car-body which would reduce
wind resistance at high speeds. In 1905, one company built a railcar capable of
running at 160 kph but the tracks could not carry the heavy load. So, what they
did was to pioneer car-body constructions made of aluminum alloys and low-
level bogies which could run smoothly at high speeds. They also started
mounting motors on bogies. From 1930 onwards, they were commercially
operating interurban rail cars weighing 22 tons and running at 145 kph with 44
seating passengers.
In May 1933 in Germany, a company started a high-speed rail service between

places 286 km apart and trains can reach at a top speed of 160 kph (Boer, 2015).
The trains were powered by diesel engines. However, all of these lines stopped
operations shortly before World War 2.
In the 1950s, France’s national railway company received their CC7100 electric
locomotives. They began studying to run these at higher speeds. In 1954, the
CC7121 achieved a record of 243 kph during a test run (Duffy, 2008). The
following year, two other electric locomotives broke previous speed records,
reaching testing speeds of 320 kph on the standard track. This gave them the
idea of developing higher-speed services and engineering studies that they could
use for commercial operations.
After World War II, the Japanese government began thinking about a new high-
speed rail service due to problems with congestion on road traffic. Japan at that
time was very populous with very limited resources on petroleum, they had to
think of a way to transport people in and between cities. In 1955, Japan’s
National Railway engineers began to study the development of high-speed
regular railway transportation. They attended the Electrotechnology Congress

in France and when they returned home, they brought several ideas and
technologies they would adapt in their future rail projects.
6.2.6.2. Japan’s Shinkansen

In 1957, Japanese engineers launched a train capable of running at 145 kph on
narrow-gauge tracks thus setting a world record. This achievement gave them
hope of building faster trains at standard gauge. Originally, Japanese Railways
used narrow-gauge but by widening the rails to standard gauge, they found out
that it would increase stability and would make it very simple to run high-speed
trains. Currently, all high-speed lines in the world use standard gauge tracks
except for Russia, Finland, and Uzbekistan.
In 1964, Japan started the first high-speed rail operations and is known as the
Shinkansen (Figure 16), or “bullet train.” Currently, Japan has a network of nine
HSR lines in its 22 major cities across its three main islands. There are still three
more lines being developed. It is the busiest HSR line in the world. It can carry
more than 420,000 passengers during weekdays. The trains can run up to
speeds of 320 kph and in over 50 years of operation, no passenger fatalities,
injuries, and accidents occur (“Fact sheet”, 2018).
Figure 16. Two Shinkansen trains (Hande, 2017)

6.2.6.3. Europe’s High-speed Network

The next country to start HSR operations commercially was France. It opened its
first line in 1981 with speeds of 200 kph between Paris and Lyon (Lichfield,
2011). Currently, their network consists of over 2800 km and the trains can run
up to 320 kph. Then Germany also started their HSR lines in 1991. Other
European countries also have built their HSR lines over the years which include
cross-border international links. The tracks are continuously being upgraded to
international standards to expand their network. International links have begun
to start connecting places like France to Italy, as well as connections to
Switzerland, Austria, and Slovenia. Currently, the fastest HSR line in Europe is
Italy’s AGV Italo (Figure 120).
Figure 17. Europe's fastest train (Smith, 2020)
6.2.6.4. China’s High-speed Rail

The Chinese government, with its strong economy, has developed an HSR system
rapidly over the past 15 years. It began planning in the early 1990s, following
the standards of the Shinkansen. In 2008, it began its HSR service running at
speeds of up to 350 kph and connects Beijing to Tianjin. It is expected to reach
45,000 km in the coming years, much longer than the rest of the world in HSR
development.
The high-speed rail system running between Beijing and Shanghai is currently
the world’s fastest (Wilson, 2020), with a speed reaching 350 kph (Figure 18). It
was constructed in 2008 and started commercial operations in 2011. Despite

these advancements in the railway, several groups criticize their government

about the necessity of an HSR system, where some of their citizens cannot afford
to pay expensive HSR services. In response, the government says that the HSR
system:
 Provides a safe, fast, reliable, and comfortable means of transporting a
large number of travelers in a densely populated country over long
distances;
 Improves economic productivity and competitiveness in the long run
by linking labor markets;
 Creates jobs and helping drive demand for construction;
 Promotes growth of smaller cities by connecting them with larger
cities; and
 Supports energy independence and environmental sustainability.
Figure 18. China’s HSR – the world’s fastest train (Daye, 2017)
6.2.6.5. Fastest Trains in the World

China and some European countries currently operate the fastest high-speed
trains in the world. While China holds the top record, other countries are close
contenders for the crown of the world’s fastest train. The table below (Table 3.)
lists the top 10 fastest trains in the world.

Table 3. Top 10 Fastest Trains in the World (Choubey, 2020)
6.2.7. Special Types of Railway Cars

In addition to the various types of rolling stock like electric railcars, internal
combustion cars, locomotives, passenger cars, and freight cars, there are other
types of electric railcars such as streetcars and rack railways. Moreover, there
are also special railway cars such as suspended type electric railcars, straddle
type electric cars (monorail), guide-rail system railways, trolley coaches, cable
railways, and levitation railways.

6.2.7.1. Rack Railway

A rack railway is a steep grade railway, usually in mountainous areas. It uses a
toothed rack rail (Figure 19) located between the running rails. The trains are
fitted with one or more cogwheels or gears that mesh with this rack rail. This
allows the trains to run on steep grades above 10%.
Figure 19. Toothed Rack System (“Rack”, n.d.)
The steepest cogwheel or rack railway in the world (Figure 20.) is the Mount
Pilatus railway in Switzerland. With a terminus altitude of 2,073 meters, it
climbs a slope of more than 1,600 meters in just 4.6 km. The railway’s gradient
ranges from 38 percent to a maximum of 48 percent (McFudden, 2016).
Figure 20. Mt. Pilatus, World's Steepest Rack Railway (McFudden, 2016)

6.2.7.2. Suspended-type Monorail

Suspended type electric cars are generally the following two types: the SAFEGE
type (French Limited Company for the Study of Management and Business),
which has bogies with rubber tire running wheels that roll inside a box-shaped
track beam, suspending the car body from the bogie center with the suspension
link (Figure 21); and the suspended double flanged type, which has bogies with
running wheels at the upper side of the track and stabilizing wheels at both the
left and right sides, suspending the car body from one side by overhanging
frame.
Figure 21. Chiba Urban Monorail: (Parker, 2018)
6.2.7.3. Straddle-type Monorail

Straddle type electric cars are generally the ALWEG type (an acronym for Dr.
Axel Lennart Wenner-Gren, a German industrial magnate who founded the
company which designed the first straddle type monorail), which has rubber
tires running wheels placed on the upper side of a pre-stressed concrete or steel
track beam, and are operated through the integration of guiding wheels and
stabilizing wheels on both the left and right sides (Figure 22).

Figure 22. Okinawa, Monorail (Schwandl, 2016)
6.3. Rail Transport in the Philippines

Rail transportation in the Philippines is used primarily for passengers within
Metro Manila and nearby provinces of Laguna and Bicol. There is no existing
freight transport, although there are plans to revive the freight service operated
by the Philippine National Railways before. There are only 253 kilometers of
railway line but the government is keen on expanding it to 1900 kilometers in
the coming years. The country’s railway network consists of two commuter rail
services by the PNR and three rapid transits operated by Light Rail Manila
Corporation, Light Rail Transit Authority, and the Department of Transportation.
6.3.1. Philippine National Railways

The Philippine National Railways (PNR) is a government-owned railway system
under the Department of Transportation as an attached agency. PNR officially
began operations on November 24, 1892, as the Ferrocarril de Manila-Dagupan
during the Spanish colonial period, and later becoming the Manila Railroad
Company during the American colonial period. It became the Philippine National
Railways on June 20, 1964 by virtue of Republic Act No. 4156 (Philippine
National Railways, n.d.). It operated around 479 kilometers of track in Luzon
during its early years of operation. It aimed to be the backbone of all Metro
Manila’s regional rail services but due to several reasons, the plan did not push
through.

The system encountered problems concerning the lack of maintenance in its

infrastructure and lack of government funding. Previous administrations have
tackled those problems by rehabilitating the system which includes removing
informal settlers from its right-of-way, revitalize the Metro Manila commuter
services, and restoring the Bicol route. In 2020, the PNR purchased new DMT
rolling stock (Figure 23) and replaced the aging fleet of trains.
Figure 23. PNR's New Diesel Multiple Unit Train (Vicoy, 2020)
6.3.2. LRT Line 1

The Manila Light Rail Transit System Line 1, or commonly known as LRT Line 1,
is a light metro line operated by the private company Light Rail Manila
Corporation and owned by the Light Rail Transit Authority. The current line
consists of 20 stations on 19.65 km of fully elevated route. Its route is from
Baclaran to Monumento then goes westbound to Roosevelt station. Transfer
stations are in EDSA station to MRT3, Doroteo Jose station to LRT2, and the
under-construction common station which will link the line to MRT3, future lines
MRT7 and subway line 9.
The system in the years of its operations has used different types of rolling stock
in configurations of two-car, three-car, and four-car train sets. The two-car
trains are the original first-generation BN and ACEC trains (1000 series) (Figure
127) The second- generation trains (Figure 128) are made by Hyundai and

ADtranz (1100 series) while the latest is the Kinki Sharyo/Nippon Sharyo train-
set (1200 series) (Figure 129). There is a total of 139 cars grouped into 40 train-
set serving the line. The maximum design speed of these trains is 80 kph.
Figure 24 LRT1's first generation train (Ward, 1994)
Figure 25. LRT1's second generation train (Santos, 2013)

Figure 26. LRT1's third generation train (Balinbin, 2020)
6.3.3. LRT Line 2

The Manila Light Rail Transit Line 2 is a rapid transit system in Metro Manila
running in an east-west direction. It is owned and operated by the Light Rail
Transit Authority and is actually a heavy rail due to its use of electric multiple
units instead of light rail vehicles used in earlier lines. It has eleven stations and
is a 16.75-kilometer route.
The line is the least busy among the three rapid transit lines in Metro Manila. It
was built with standards such as barrier-free access. Most of its rails are
elevated and erected either over or along the roads covered. Some sections are
below ground and have one underground station in Katipunan.
The system uses heavy rail vehicles (Figure 27) made in South Korea by Hyundai
Rotem in a four-car configuration. Trains have a capacity of 1,628 passengers,
which is more than the normal capacity of the other railway lines.

Figure 27. LRTA Line 2 train (Santiago, 2013)
6.3.4. MRT Line 3

The MRT Line 3 is also a rapid transit system in Metro Manila. It runs in an
orbital north to south route and is aligned to Epifanio delos Santos Ave or EDSA.
It has a total grade separation from other vehicular traffic and has a high
passenger throughput. The line is owned by a private company consortium
Metro Rail Transit Corporation (MRTC) and is operated by the government’s
Department of Transportation under the Build-Lease-Transfer Agreement.
The system has 73 LRVs made in the Czech Republic by CKD with a three-car
configuration (Figure 28). It has a seating capacity of 74 and a standing capacity
of 320 per car at 8 passengers per square meter. Due to increasing ridership, the
Aquino administration purchased the second-generation trains (Figure 132)
from Dalian, China.

Figure 28. MRT3 first generation train (Masigan, 2017)
Figure 29. MRT3's Dalian Train (Carreon, 2019)
Understanding the railway transport system in the Philippines is essential in

safely accomplishing the tasks of not just the train driver but other railway
personnel as well. However, the safety-critical part of ensuring passenger safety
falls heavily on the train driver as they are directly involved in the movement of
trains. The following topic gives an overview of the functions of a train driver.

6.4. Overview of Train Operations

Eligibility requirements for personnel involved in train operation
The personnel involved in train operations may be roughly classified into the
following:
 Personnel directly involved in the operation of trains or cars
Figure 30. Train Driver inside the Train’s Cabin (De Vicente, 2020)
 Personnel controlling the operation courses, blocking the routes, handling

the railway signals, controlling the point machines, changing the train
operation sequence, switching-over of the train, cancelling of the trains, etc.
Figure 31. LRT1 Operations Control Center Personnel

 Personnel on-board the train and in the station, who are involved in train
protection, brake control, and giving signs for operation.
Figure 32. A PNR Personnel giving signal to the Train Driver
 Personnel individually involved in the maintenance, installation, etc. of rails,

overhead contact lines, or operation safety equipment, which are directly
related to the operation of trains, or the instruction or supervision of such
work.
Figure 33. MRT3 Track Workers

 Personnel controlling the level crossing safety equipment
Figure 34. PNR Level Crossing Signalman
6.4.1. Trains and Rolling Stock

In the railway industry, one of the fundamental premises supporting operation
safety is that any “rolling stock” not qualified as a “train” is not allowed to run on
tracks outside stations. The technical term “train” refers to a series of “rolling
stock” composed to be run on tracks outside stations. Fundamentally, “trains”
are nothing more or less than “rolling stock”. However, due to the operation
safety structure specific to this industry, their identification varies depending on
whether they are inside or outside stations. Consequently, we should
understand as shown in the figure below regardless of the number of cars a train
consists of.
6.4.1.1. Requirements for “cars” to be a “train”

Hauling capacity – the number of cars a train consists of and the proportion of
cars by type must be determined without exceeding the hauling capacity planned
for each train.
Full length of a train – In principle, the full length of a train must not exceed
(Figure 35) the usable length of the track in the station, at which the train is
planned to go.

Figure 35. Full Length of a Train

Continuous brake equipment – The brake may be applied simultaneously to all
the cars a train consists of, and automatically when those cars are separated.
Axle braking ratio – the brake force for a train must be guaranteed.
Cab’s location – the foremost car (leading car) must be equipped with a cab so
that the train may be operated in accordance with the signal aspects and the
blocking operation may be handled smoothly.
Train indicator – to ensure that the personnel identify the train direction, the
foremost car must carry the lead indicator and the rearmost car must carry the
tail indicator
Braking confirmation – After the train formation is complete, its braking function
must be confirmed before the start of operation
6.4.1.2. Concept of Stations and Trains

A railway is a medium for transporting passengers and freight by moving along
the support guiding routes such as tracks. The feature specific to this medium is
that movement is feasible only along the tracks. For this reason, a characteristic
safety scheme (Figure 36) has been adopted by railways. However, its concept
fundamentally differs “inside the station,” where a number of tracks are
connected through turnouts, and in the sections “outside the station,” which are
connected with other stations.

Figure 36. Concept of Stations and Trains
In principle, “vehicles” are not allowed to run without forming a “train”.

Furthermore, operation safety is guaranteed by using methods to railways such
as those for assuring the safety between trains including the blocking method,
ensuring the safety within a certain track by controlling the signal aspects, et.
Inside the station, the trains not only run unidirectionally like when they are
outside the station but also stop switching-over or passing for other trains, or the
trains are shunted by being transferred to other tracks through turnout, coupled
or decoupled. Therefore, to ensure that such diverse operations are carried out
smoothly and safely, safety must be guaranteed by establishing specific rules
based on the movement of trains following the instructions issued by the person
in charge of managing the station.
6.5. Train Driver

Train Drivers are responsible for driving trains in a safe, punctual, economic
manner over various routes following rail rules, regulations, and procedures. A
train driver could work in several rail environments, such as high speed,
passenger, freight, underground or subway, metro, commuter, cross border,
depots, sidings, or maintenance sheds; moving passengers’ goods, empty
coaching stock, or driving on-track machines to perform infrastructure
maintenance work.

Train Drivers can be required to work long periods of time on their own, they
must be able to maintain a high level of concentration and be able to make
instant complex decisions quickly during normal and degraded conditions e.g.
severe weather conditions, infrastructure failures, and emergency working.
They must be able to communicate clearly and accurately with the Operations
Control Center and may be required to supervise others to enable compliance
with regulations through safe and effective rail operation. A driver has overall
responsibilities for passengers, staff, and goods on the train. Responsibilities
may include communicating with: the signaler, crossing attendant, operations
control, other rail industry personnel, or other external organizations like the
police and medical responders.
Train Drivers work on shifts that include weekends, evenings, and nights. On
freight or engineering trains, train drivers usually tend to be scheduled on night
shifts. On long-distance routes, there may be a need for overnight stays.
In the Philippines, train drivers undergo a series of extensive training to possess

the necessary skills and knowledge on how to drive a train. Moreover, railway
operators do not limit the hiring of train drivers to male applicants but now
accept female applicants as well (Error! Reference source not found. 37).
Figure 37. LRT1 Female Train Driver (Saunar, 2016)

6.5.1. Duties of Train Driver

The most important function of the train driver is to drive the train safely. Safety
is a key component of every railway line. As a train driver, it is important to
follow operation rules and regulations to provide safe, efficient, and dependable
service. Furthermore, the train driver must ensure that the train is at proper
speed throughout the journey. The maximum allowable speed must be followed
strictly to adhere to the train schedule. Speed restrictions must also be followed
on the mainline to prevent accidents.
The train driver must ensure that signal instructions are followed properly.
Every railway has a signaling system to have safe separation between trains and
the train driver has the duty to obey all signaling indications to prevent collision
or activation of emergency brake systems. Moreover, the train driver must keep
an eye out for possible train faults. Train faults must be reported immediately so
that the Operations Control Center can implement the appropriate fault
interventions.
It is equally important for the train driver to make passenger announcements

throughout the journey. Station names and safety reminders must be announced
to give information to the passengers. Lastly, the train driver must alert the
Operations Control Center about any hazards that may have been spotted along
the way. It is important to report any abnormalities or incidents on the mainline
for proper intervention.
6.5.2. Qualities of a Train Driver

The following are the unique qualities that a train driver must possess:
1. Safety-first mind-set
Safety is the primary quality of a train driver. He or she will be
responsible not only for the passengers but the rolling stock itself. He or
she must safely drive the train while following the rules and regulations of
the operation.
2. Good Communicator
The train driver is the eyes of the mainline. All observations should be
reported immediately to the Operations Control Center. He or she should

also provide information to the passengers through the public address

system. During emergencies, it is also important to give instructions in a
calmly so as not to cause panic.
3. Ability to concentrate
It is a common fact that train drivers must be able to focus and maintain a
high level of concentration when driving the train, especially for long
hours. It is also important to react accurately and safely during
unexpected incidents on the mainline.
4. Good judgment and decision-making skills

A sharp mind aids the train driver to perform the task safely thus
preventing the occurrence of accidents.
Summary
Learning the basic elements of a railway system such as the railway track and
train wheel, coning of the wheel, wheel adhesion, and wheel slip and wheel slide
are essential for every railway personnel to accomplish their tasks safely and
efficiently.
There are many types of trains depending on where trains are running and what
they carry. The most useful and usual type of trains is the electric trains.
Train drivers perform an important role in the transport industry today. The
primary role is to operate the trains they run, attempting to keep to the schedule
as best as possible while keeping the passengers safe at all times.
References:
Balinbin, A. (2020, February). LRT-1 Cavite extension on track to partly operate by end-2021. Retrieved
from https://www.bworldonline.com/lrt-1-cavite-extension-on-track-to-partly-operate-by-end-
2021/
Boer, A. (2015, April). German high-speed trains of the 1930s. Retrieved from https://retours.eu/en/27-
schnelltriebwagen-reichsbahn/
Buddies, S., Lohner, S. (2019, September 12). Train Wheel Science. Retrieved from
https://www.scientificamerican.com/article/train-wheel-science/

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Train Operations Disruptions
Unit 7: Train Operations Disruptions

Introduction
Rail transportation plays an important role in the development of a country. The
rail transport network is considered as one of the important modes of public
transportation that meets the diverse expectations of urban economic activities
due to the fast-growing population of the nation. For most countries, it is a major
service provider for both passenger and freight transportation. As demand for
rail services increases, the responsibility of railway operators to provide quality
service performance becomes immensely important. As observed, any
dissatisfaction from the public is often discussed in public fora and media.
Occasionally, the dissatisfaction may originate from unexpected events which

lead to the inability of the train to run within their scheduled timetable. Such
events are called disruptions. A disruption is defined as any disturbance that
causes plans to be unfeasible (Jespersen-Groth et al., n.d.). Service disruptions in
most cases often lead to non-adherence to the train timetable and therefore
leading to service delays. Railway service disruptions do not only occur in less-
developed countries, but also in highly-developed countries where the services
are advanced and equipped with sophisticated technology and infrastructures.
When these disruptions happen (e.g. infrastructure failures, rolling stock
breakdown, accidents, etc.), these cause not only significant reductions in the
level of service but also compromise the safety of staff and passengers.
Infrastructure failures may cause a stoppage of operations while rolling stock
breakdowns may cause delays on the schedule. It also leads to inconvenience to
passengers and must be prevented whenever possible or otherwise minimized.
Therefore, it is necessary to limit the occurrence and duration of such
disruptions and their negative effects. Fast and proper measures must be
applied to resolve the train service disruption and prevent delay propagation to
the rest of the network.
Some disruptions are just minor in nature. These incidents still cause delays and
subsequently influence the departure and arrival of trains in stations. One
example is a minor rolling stock fault (Figure 1). The effects of this kind of

disruption can be minimized by following the necessary rolling stock and other
system intervention procedures. On the other hand, major disruptions such as
LRT-2’s substation fire, MRT-3’s train derailment, and LRT-1’s train collision led
to a large effect on the train service and required drastic actions such as
cancellation of trips or even a stoppage of the revenue operations.
Figure 1. Crowded station because of a defective train (Davad, 2013)
Train service disruptions occur in railway systems in the Philippines. From 2013
to 2019, there had been hundreds of incidents which disrupted the train service.
Table 1. shows the statistics of train service disruptions in MRT-3. The table
shows a total of 1,034 unloading incidents and 147 service interruptions were
recorded and increasing incidents from 2013 to 2019.

Table 1. MRT-3 train service disruption statistics from 2013-2019
(DOTr-MRT3, 2019)
Understanding the different train disruptions is important for railway operations

personnel to accomplish their tasks effectively. Whenever disruptions occur, the
OCC controllers, train drivers, and station staff have responsibilities to manage
these disruptions. For OCC controllers, for example, it is usually based on how
they implement the written intervention procedures. When a delay starts to
occur, train traffic is regulated by adjusting the headway. In some cases, some
trips may be cancelled, or trains may be rerouted to minimize the adverse effects
for passengers.
After studying the course, the trainees will be able to:

● Identify the different disruptions which may occur in railway operations
● Describe the effects of train service disruptions to the passengers
● Recognize the ways of managing train service disruptions
7.1. Types of Service Disruptions

Disruptions on train services happen almost every day in any railway system
throughout the world, with the impacts on passengers ranging from minimal to
major. These disruptions can be categorized as (a) planned or engineering-
based disruption and (b) unplanned disruption.

7.1.1. Planned Disruptions

Train services undertake planned disruptions because of essential engineering
work for the purposes of maintaining and upgrading the railway infrastructure.
For example, a maintenance activity on the track is done during the non-revenue
hours (Figure 2). This type of activity cannot be done during revenue hours
because it will disrupt the train service. Meanwhile, other engineering activities
are carried out on weekends or during the early hours of the morning so that the
disruption is kept to a minimum. In most cases, the work is planned for weeks in
advance, and notices are displayed in stations informing the passengers about
the disruption ahead of time. For an instance, public announcements regarding
revenue service shutdown due to holy week maintenance activities are issued
beforehand so that the riding public can plan for other means of transportation
(Figure 143).
Figure 2. Maintenance Activity on the Mainline During Non-revenue Hours (Photo

Taken During the MRT-3 immersion of PRI staff)
Figure 3. LRT-2 Holy Week Maintenance Activity (Adel, 2018)

7.1.2. Unplanned Disruptions

Merriam-Webster’s dictionary defines an unplanned activity as something that is
not expected or intended. Thus, an unplanned disruption is an unexpected event
which makes planned schedules not feasible. Such disruptions have become a
major concern for cities worldwide because some of railway infrastructures are
already experiencing eventual deterioration. When these happen, passengers
are placed in unforeseen situations which sometimes lead to more chaos.
7.2. Causes of Unplanned Disruptions

Train service is highly affected by unplanned disruptions attributed to
operational difficulties, such as traffic load, accidents, maintenance problems,
etc. These factors are regarded as the common reasons which affect the
timeliness of the service rendered. When disruptions occur, trains become
oversaturated and bottlenecks are created. When these take place, travel time
across trips will be affected thereby causing inconvenience to passengers.
In the past years, railway systems in the Philippines encountered unplanned

disruptions due to different reasons. For MRT-3, the most common cause is
rolling stock failure because of problems in procuring spare parts (Aning and
Yee, 2018). As for LRT-2, on the other hand, it has been operating partially ever
since October 2019 because its substations caught fire. These unplanned
disruptions greatly affected the quality of service rendered.
7.2.1. Rolling Stock Failure

A rolling stock is a multi-component system (Figure 4) that consists of wheels,
bogies, doors, power unit, brake control unit, coupler, power collecting device,
etc. A failure of any rolling stock component can cause a complete failure of the
system that may lead to train delays and disruptions, passenger inconvenience,
economic losses for railway operators, and may even result in a major accident.
One of the vital safety components of a rolling stock is the train door. When it
malfunctions, it can cause disruption to service. Previous designs of rolling
stock have train doors without locking system. This allows the passengers to
open the doors before the train stops. There were incidents where doors were

being opened while trains were at speed, or even before they got departed. For
an instance, there were some commuters who were forcibly opening train doors
just to get inside the train, especially during rush hours, causing defects on door
components.
Figure 4. Major Components of a Rolling Stock Using Overhead Catenary
To counter such incidents from happening again, modern trains have safety
interlocking systems, nowadays. Through this system, trains will depart unless
doors are shut and locked. Consequently, passengers can no longer open the
doors while the train is moving. In addition, trains spend longer time to let the
passengers embark before it moves to the next station.
Another cause of disruption has something to deal with the propulsion system.
The propulsion system includes traction control unit, gear box, traction motor,
mechanical transmission, and power converter. When malfunction occurs in one
of these components, the rolling stock will not run until technical interventions
are done. The most common propulsion system failure is overcurrent of the
traction motor.
Some notable incidents which were caused by rolling stock failure are the
following:
● February 5, 2020, 7:18 am – One of the MRT-3 trains unloaded 700
passengers at Ayala station due to a door malfunction (Marquez, 2020).

● October 2, 2019, 9:49 am – LRT-2 operations were disrupted due to a

train fault at Gilmore Station (Atuelan, 2019).
● June 19, 2019 8:00 am – One of the MRT-3 trains unloaded 700
passengers at Guadalupe Station due to a traction motor failure (Galvez,
2019).
● October 11, 2018, 4:00 pm – One of the LRT-1 trains lost its traction and
stopped at the interstation of U.N. and Central Terminal. Passengers were
forced to walk on the tracks (Rey, 2018).
An essential ingredient in the successful running of a railway is a well-

maintained system. Thus, rolling stock maintenance is very important. Rolling
stock is the most intensive maintenance part of the railway system, and is the
most vulnerable if maintenance is neglected.
7.2.2. Signaling Failure

Much as traffic lights regulate and control the flow of traffic on the road, railway
signals perform an analogous function on the railway network, which is to
prevent train collision. It tells the train driver if it is safe to proceed along the
track. As on the roads, a driver should not pass a red light. In railways, as a
safety measure, any railway signal is considered “at-danger”, indicating that
there is a hazard ahead. Any signal given to the train driver is to be regarded as
“at-danger” until proven otherwise.
To prevent trains from hitting each other, tracks are divided into sections or
blocks. Only one train should be in a particular block at any time, and signals are
positioned at the beginning of each one.
There are times these systems fail. There are cases that signs might get
misinterpreted because it may be a false signal. When these incidents occur,
these can cause a train to be held up at the signal. The stationary train quickly
creates a knock-on delay.

Below are the different causes behind railway signal fail:

7.2.2.1. Track Circuit Problem
A track circuit is a simple electrical device that is used to detect the presence or
absence of a train on a rail track. It is used to inform OCC Controllers, and can
control relevant signals. In Figure 5, the red-dotted lines show a small current
running on the track which is a complete circuit. It also indicates that the block is
not occupied by a train. In Figure 6, a train is detected because the wheels got
short circuit. The metal wheels and axle provide conduction to the circuit which
bypasses the relay, thus de-energizing the relay. This causes the signals to report
that the block is occupied.
Figure 5. Unoccupied Track Circuit
Figure 6. Occupied track circuit

Track circuits are designed so the vast majority of failures will indicate a track as
“occupied”. Some of the causes are:
● a broken rail or wire will break the circuit between the power supply and
the relay, thus de-energizing the relay;
● a failure in the power supply will de-energize the relay; and
● a short circuit across the rails or between adjacent track sections will de-
energize the relay.
7.2.2.2. Axle Counter Problems

An axle counter is a system that detects trains by counting the axles of the train
passing into and out of a particular block. An axle counter (Figure 7) consists of
the axle counter sensor which detects the individual axles of a train either via
mechanical, electrical, or even fiber optic methods, as well as an evaluator which
does the logic of the system and counts the axles into and out of the block or
section.
Figure 7. Axle counter sensor (Virtual Market Place, 2020)
The system (Figure 8) is set up by having an axle counter sensor installed at each
end of the block. As each train axle passes the axle counter sensor at the start of
the block, a counter increments. As the train passes a similar axle counter sensor
at the end of the block, the system compares count at the end of the block with

that recorded at the beginning. If the two counts are the same, the block is
presumed to be clear.
Figure 8. Schematic of an Axle Counter System

Axle counters also encounter problems. An axle counter block cannot be made
“occupied” by the use of a track circuit operating clip to protect a train, nor will
an axle counter system detect a broken rail. When an axle counter system fails,
for example, due to a power supply problem, it loses track of how many axles
have passed through it. Therefore, for safety, it will always recover and “come
back on line” showing the section of line occupied. The block then needs to be
proved clear of a train before the axle counters can be restored and reset, which
can take some time. Another problem with axle counters is that a right-side
failure (a mode of failure which causes a piece of equipment to cease functioning
without compromising the safety of trains) can occur when a wheel stops
directly above the axle counter sensor, known as the “wheel rock”. The previous
block will remain occupied with no train present and a time-consuming process
of reset and restore has to be carried out, thus creating delays.
7.2.2.3. Cable Theft

In the Philippines, another cause of signal failure is cable theft along the tracks
and turnouts (Figure 9). These criminals ignore the risk of putting themselves in
danger or death when they trespass and come in contact with live wires. It
would appear that some people consider the risk worth taking because of the

value they get from it. While criminals may only get a few amount of money out
of it, the loss that it brings to the railway industry and the inconvenience it
brings to the commuters are great.
Figure 9. MRT-3 Security Officials Nabbed Two Cable Theft Suspects

(Galvez, 2019)
Some notable incidents which was caused by signal failure are the following:
● August 20, 2018 – The MRT-3 management issued a public notice
regarding delays in the arrival and departure of their trains because of
signaling technical concerns (Orellana, 2018).
● June 1, 2018 – A train unloaded passengers at GMA-Kamuning Station
because of signaling failure (Santos, 2018).
The key to prevent any signal failure is through proper maintenance. Nowadays,
railway systems have started upgrading or modernizing their equipment by
enabling the equipment get fixed before it goes wrong. Track circuits have
already been fitted for remote monitoring and with this kind of technology,
engineers can now locate problems caused by rain and heat before they cause a
signal to fail. Furthermore, railway systems in other countries have started using
the more precise and reliable moving block system which would dispense the
need for trackside monitoring equipment.

7.2.2.4. Broken Rail

Broken rail can occur because of a small defect in the rail (Figure 10) or where
the rail is subject to excessive loads. Small defects in rails may be present, from
either manufacturing, installation, or they may develop over time as trains pass
over. These small defects can grow over time and in rare circumstances, cause
the rail to break. Most broken rails occur during cold weather. The rails can be
some degrees below the air temperature, creating additional tension in the steel.
Under these conditions, small defects in rails are more prone to breaking,
particularly when a train passes over them.
Figure 10. Broken Rail (Constantin, 2017)
Imagine a thin piece of metal object – you can bend it but if you do that too much,
you will weaken the metal. It has the same principle with the rail – it has a
certain amount of strength and ductility. Some of the rail strength is used during
cold weather as the rail is under tension as it is stressed to prevent it buckling
during hot weather.
When steel rails are exposed to direct sunlight, its temperature can be hotter
than the air temperature. The steel rail absorbs all the heat and expands, causing
it to curve, known as buckling (Figure 11). The high temperature pushes and
pulls the track out of shape.

Figure 11. Rail Buckling (Sohail, 2017)
In some countries, railway operators set speed restrictions to areas of the

mainline to reduce the chances of buckling. However, this affects the adherence
of trains to the timetable. Some also paint the track white as this makes it less
heat-absorbent and reduces the temperature by 5 to 10 degrees Celsius. In areas
where the track is composed of short rail sections bolted together, gaps are left
to allow for expansion.
Modern railway systems choose a higher stress temperature limit for their
tracks, depending on the climate. Countries with extreme weather conditions
adjust their tracks between summer and winter. This can include concrete slabs
which can better contain track forces than sleepers and ballast.
Broken rail can also have an impact on the signaling system as a small rail break
can cut the electrical circuit flow on the track – known as track circuit failure –
and trains must stop until the problem is solved. The track circuit failure
indicates the relevant block in which the rail break occurs. This aids the
maintenance team to recognize the exact location of the failure.
To address small rail defects, preventing related delays, and maintaining train
safety, railway operators have maintenance teams to visually check rails
regularly for damage and remove small surface defects to prevent grinding
against the head of the rails. When a defect is found, they immediately impose
speed restrictions to ensure safety without disrupting the service. Tracks
maintenance personnel install an object called a fish plate to temporarily join the

broken rail and enable the train to pass over safely. Full repairs are then
deferred to non-revenue hours.
Figure 12. Rail Inspection by Maintenance Personnel

(Photo Taken During the MRT-3 Immersion of PRI Staff)
Figure 13. Fish-plate (“Get to Know”, 2020)
Some notable incidents which were caused by a broken rail:

● July 26, 2019 – A broken rail was detected at the interstation of MRT-3
Bonifacio and Guadalupe stations causing regulated train departures
(DOTr-MRT-3, 2018).

● April 24, 2017 – A broken rail occurred at the interstation of Magallanes

and Ayala stations of MRT-3. The operators temporarily implemented
partial operations (Carag, 2017).
Railway operators are doing vital actions to prevent rail breaking. Small defects
are regularly removed from the rail surface by grinding them. Some have
ultrasonic and high-definition video equipment already which can check rails for
defects. They are also replacing bolted joints between rails with welded joints
which are stronger and less likely to break. In problematic areas of the track,
new rails are immediately installed that are even harder-wearing. Finally, the
more heavily a line is used, the more frequently they check it for defects.
7.2.3. Turnout Failure

The track turnout is a mechanical device that is used to guide the trains from one
rail track to another. The turnout helps the train to operate effectively and
efficiently using the movable rails to ensure the trains drive into the preferred
direction.
Track turnouts are composed of various rail structures such as stock rails,
tongue rail, lead rail, main rail, guard rail, wing rail, and nose rail (Figure 154).
The turnout is the most common form of connection which is the part of the
track that allows trains to move from one track to another. Turnouts can be on
either straight or curved tracks.
Figure 14. Parts of a Turnout (“What Is A Railway Switch?”, 2017)

Unless the switch is locked, a train coming from either of the converging
direction will pass through the points onto the narrow end, regardless of the
position of the point, as the train’s wheels will force the points to move. Passage
through a turnout in this direction is known as a trailing-point movement.
Trailing-point movement is unsafe and can lead to derailments.
Turnouts can fail for a variety of reasons. They may be clogged with any kind of
debris and the drive mechanism may fail. During hot weather, the steel rail may
expand too much. When these turnouts fail, the signaling system enters into a
“fail-safe” mode on which the last signal before the affected turnout will
automatically turn red so that no trains can pass.
Turnout failure can rapidly cripple rail operations. Unlike road transportation,
where vehicles can simply steer around failed vehicles or roadway, in a railway
system, the trains are reliant upon turnouts in order to change direction. This
means that a turnout failure renders all vehicles upon direct approach unable to
move until it is repaired. This disruption is magnified if there are no other
diversionary route available, and the consequent delays increase rapidly.
To address this problem, railway operators managed to do something to increase

the reliability of the turnouts. Modern railway systems now monitor turnouts
remotely, giving the chance to intervene before a failure occurs. Protective
covers on point machines are added to prevent debris from entering. Painting
the rails white are also another option to absorb less heat, reducing expansion.
Daily staff foot patrol is dispatched to check and maintain the turnouts. If a
turnout does fail, they secure the points in one position, so trains can still pass
over them and the line is kept open. If the problem is more serious, trains are re-
routed to minimize disruption where possible.
One notable incident caused by a turnout failure was on February 16, 2020. The
stretcher bar of the turnout in MRT-3 North Avenue station was damaged
causing the management to implement partial operations.

7.2.4. Power Failure

In a railway electrification system, the electricity is typically generated in large
and relatively efficient generating stations, transmitted to the railway network,
and distributed to trains. Some railway systems have their own dedicated
generating stations and transmission lines, but most purchase power from an
electric utility. In the Philippines, power is being supplied by Meralco, an electric
power distribution company. The railway systems then provide their own
distribution lines, switches, and transformers and rectifiers.
Power is supplied to moving trains with continuous conductor along the track
that usually takes one of two forms: an overhead catenary system, suspended
from poles or towers along the track or from structure or tunnel ceilings, or a
third rail mounted at track level and contacted by a sliding current collector.
Both overhead wire and third rail systems usually use running rails as the return
conductor, but some systems use a separate fourth rail for this purpose.
Figure 15. Overhead Catenary System

Figure 16. Third Rail System (Photo Taken at Tokyo Metro During the PRI Staff’s
Capacity Development Training)
The lifeblood of a railway system is a reliable source of quality electrical power

because even minor disturbances in power supply or quality can create major
network disruptions. This electrical power is not only important to trains but
many other essential rail applications as well.
When power disruptions occur, it does not only give inconvenience to

passengers but is also a serious threat to their safety. It comes in many different
forms from outages and blackouts to voltage sagging or swelling over short
periods resulting in brownouts and over-voltages.
In electrified railways, the traction power systems carry power to trains and
their reliability is vital to the quality of train services. There are many
components in the traction power system, from interface with utility distribution
network to contacts with trains, and they are physically located along the rail
line. Subject to usage, environment, and ageing, conditions of components
deteriorate with time. Regular maintenance has to be carried out to restore their
conditions and prevent them from failure.
Some notable incidents which was caused by power failure:

● October 3, 2019 – The LRT-2 rectifier substation located between
Katipunan and Anonas stations tripped and caught fire which caused a
stoppage of their operations (Subingsubing, 2019).

● October 2, 2019 – MRT-3 had a power supply failure from Ayala station to
Taft Avenue station causing some passengers to walk on the rails to be
evacuated (Cordero, 2019).
To prevent disruptions on the service during a power failure, railway systems

have Uninterrupted Power Supply system which acts as a filter guaranteeing
crucial electric equipment that receives quality power for a specific backup time.
7.2.5. Natural Causes

Extreme weather conditions like storms and typhoons as well as other natural
disasters like earthquakes and volcanic eruptions can impact the railway and
cause disruption on its services. For example, heavy rainfall caused a PNR
station to be flooded, causing their trains to stop from running, damaging railway
infrastructure, and causing months of costly repairs. The Shinkansen trains were
submerged in floodwater after a strong typhoon hit Japan in 2019, and,
according to their railway operators, these trains are considered scrapped due to
severe damage.
Figure 17. Flooded Railway Station (Sepe, 2018)

Figure 18. Shinkansen trains submerged in floodwater caused by typhoon in 2019

(Tan, 2019)
There is also the potential for damage to overhead catenary lines and tracks
caused by debris or fallen objects during a storm. If the wind is too strong,
repairs would not be possible until wind levels have dropped, causing
disruptions to service.
Figure 19. A Tree Hit an Overhead Catenary Wire During a Storm

(“Network Rail launches”, 2017)
Turnouts and signaling equipment rely on intricate wiring and power supplies,
which are extremely vulnerable to failure during flooding, and need replacing
before services can run again. If the track has a live conductor rail, flooding can
cause a short circuit.

Even the flood water has receded; landslides are another risks that come with
such volume of water. It affects large areas and needs substantial engineering
work to make the railway safe again. These impacts cause delays and have a
negative impact on the railway’s performance.
Aside from typhoons and flooding, railway transportation networks can be

disrupted from volcanic ash-fall due to poor visibility, mechanical impacts, and
health hazards for train crews and passengers. Fine ash can enter engines and
other train components that can cause wear on all moving parts and blockage of
air filters. Turnouts may be clogged with fallen ash which could lead to turnout
failure. It may reduce traction and trains may experience short-circuiting on the
overhead catenary lines following ash accumulation and light rain. Electronic
signal equipment may also experience flashover of signal equipment.
Earthquakes are another natural cause which can strike anytime. The
Philippine’s railway infrastructure rests atop a landscape that is vulnerable to
the effects of earthquakes, including ground shaking and liquefaction. Generally
speaking, aside from the disruption to service, the consequences of failure in a
railway transportation system due to an earthquake can involve direct loss of life
due to collapse or structural failure, direct loss of property and utility service,
and losses due to interruption of access.
To minimize the effects of this natural phenomenon, modern railway systems

especially in Japan, which is an earthquake-prone country, provide various kinds
of solutions. Some of these are installing seismometers at points along the tracks
which measure the movement of the earth by having a ground-motion detection
sensor and completing anti-seismic reinforcement works such as quakeproof
structures and anti-derailing systems.
In 2020, a widespread pandemic hit the world. The Corona Virus or the Covid-19
is an infectious disease which can spread through droplets when infected people
sneeze or cough (World Health Organization, 2020). The Covid-19 outbreak
triggered a temporary suspension of all mass public transportation systems
around the world. Numerous countries have taken unprecedented measures to
prevent social contact and to slow down the spread of viruses. In the

Philippines, the usually crowded railways like the MRT Line 3 and LRT Line 1
and Line 2 operated with reduced capacity to observe social distancing in using
the railway transportation system (Ong, 2020). Railway operators around the
world implemented limits on station platforms as well as passengers inside the
trains (Figure 160). The reduction in loading capacity in the railway service
caused passenger build-up in stations.
Figure 20. Social Distancing Measures Inside the Train

(Romero, 2020)
7.2.6. Unauthorized Entry on the Railway Track

Unauthorized entry on the railway track is illegal and dangerous. When an
unauthorized person enters the track, trains in the vicinity will have to be
stopped to make sure everyone is kept safe. This not only delays nearby trains,
but also has an effect on all trains on the mainline.
Figure 21. Unauthorized Entry on Railway Track (Parasa, 2018)

There are areas in the railway which are open to the public. These include
stations, footbridges, and underpasses, but when people go into the tracks, they
are trespassing. When people trespass on the railway and vandalize the
property, the Operations Control Center may instruct to temporarily suspend the
operation and conduct inspections before allowing trains to run again.
Vandalism includes litter, damage to fences, signs, and tracks.
Figure 22. Vandals Leave Pieces of Debris on the Tracks

(Daily Mail Reporter, 2010)
Preventing unauthorized entry on railway tracks is a challenge. While it is illegal

and punishable with a fine, railway systems with an unfenced area are still prone
to people who are tempted to cross the tracks. However, some countermeasures
have been introduced to deter people from entering restricted areas. One is a
system of camera enforcement and sound warnings. Upon detection, the
unauthorized person is given a warning by loudspeaker. The aim is to reduce the
number of persons trying to cross the tracks. Another solution is to improve
education and safety awareness to people. The underlying message is that
railway lines are only meant for trains and not for people.
7.2.7. Fatal Accident

Whenever there is fatality on the railway, there are necessary actions to do
which could disrupt the train service. If the person is struck by a train, it is

necessary to bring the train to an immediate stop and this leads to the line being
blocked and possible subsequent delays to other trains in the area.
Figure 23. Man Fell on the Railway Tracks of MRT-3 (Coconuts Manila, 2019)
The police will have to take witness statements and perform on-scene
investigations. The deceased must have to be removed first before a special
cleaning team will be deployed to the site. When all the necessary interventions
are done, the Operations Control Center will determine if train movements can
resume.
7.3. Management of Train Service Disruptions

In case of disruptions, the Operations Control Center (OCC) should utilize fast
and proper measures to resolve the train service and prevent delay propagation
to the rest of the network. There are contingency plans which controllers
implement and it assists them in dealing with the disrupted traffic. Each
contingency plan corresponds to a specific disruption scenario in a specific
location.
7.3.1. Provisional Service

If part of the mainline is blocked, the implementation of provisional service
allows operating part or several parts of the line by utilizing the different turnout
areas for turn-back operations. Every railway system has several turn-back
facilities located strategically along their mainline. The OCC shall determine the

correct number of trains to remain in the revenue service in order to operate

with the same headway as planned in the timetable.
Figure 24. Provisional Service
7.3.2. Driving Backward
Figure 25. Driving Backward

`
In certain circumstances when it is already not possible to drive the train from
the head-end cab, there are trains which can be operated from the tail-end cab or
from another driving cab of the train set but still run in the normal direction.
This backward movement shall require the train driver to be located in the other
driving cab to control traction and braking while another person, a qualified
employee such as train supervisor, train driver, or senior station staff, shall be
positioned at the head-end cab of the train. The qualified employee shall be
responsible for the train movement and safety in every circumstance. The

qualified employee shall monitor the track and wayside signals, and in case of
emergency, shall immediately stop the train by pushing the emergency brake
button.
7.3.2.1. Reverse Movement

In certain circumstances, it may be necessary to run a train in a reverse
movement. To distinguish it from Driving Backward operation, a train in a
Reverse Movement is running against the normal direction. When a train needs
to run in a reverse movement, train drivers shall move to other driving cab in
order to be at the head-end movement.
Figure 26. Reverse Movement
7.3.2.2. Single Line Operation
Figure 27. Single Line Movemen

In certain circumstances where a track is not passable, Single Line operation is
implemented. It allows a single train to run safely in both directions on the
adjacent track. The OCC shall designate a train for the Single Line, which would
run in one section of the mainline. For example, in Figure 27. Train # 03 is faulty

and is blocking one section of the mainline. The single line operation will be
done by Train # 01 to service the passengers temporarily.
7.3.2.3. Station to Station Procedure

The purpose of the Station to Station procedure is to allow a regular train service
to run safely on the mainline even if there is a total failure in the signaling
system. The principle is to ensure that there is only one train between two
stations, at any given time (Figure 28). Personnel with training on train
operations such as train drivers, mainline supervisors, or Operations Control
Center controllers shall then be assigned at a “control station” to function as the
wayside signal. A control station shall not give the signal to proceed if the next
control station still has a train.
Figure 28. Station to Station Procedure
7.4. Summary of the Different Causes of Train Service Disruption

The table below summarizes the different causes of train service disruption, its
causes and effects, and the different ways on how to manage it.

Table 2. Summary of Causes of Train Service Disruption
Summary
The different causes of train service disruption include rolling stock failure,
signaling failure, broken rail, turnout failure, power failure, natural causes,
unauthorized entry on railway track, and fatal accident.
Train service disruptions can put the safety of passengers at risk, create delays in
the train schedule, and cause inconvenience to passengers.
Managing train service disruption can be done by: provisional service, driving
backward and reverse movement of the train during a rolling stock failure,
station-to-station procedure, and single line operation.

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topics/coronavirus#tab=tab_1

Human Failure
Unit 8: Human Failure

Introduction
People play critical roles in an organization. For instance, automated machines
that decrease workforce are still developed, fixed, and “maintained” by workers.
Hence, although individuals have a wide range of abilities, they also have their
limitations. “To err is human” and “human failure” may contribute to incidents in
the work place.
Traditionally, it is believed that human error is one of the reasons for having
accidents. Also, another notion views human error as an indication of failure that
implies underlying system conflicts. This suggests that analyzing human errors
relative to the workers and their activities, materials, and working environment
is helpful in preventing accidents and establishing more defined work practices.
In mass transportation like railways, developing safety procedures to adhere to
human failure is a crucial stage. This is due to the presence of human errors prior
to, during, or after operations. Everyone can make errors, no matter how well-
trained and motivated a worker is. However, when errors occur in the tasks of
operations staff, specifically the Operations Control Center controllers and train
drivers, the effects will be extensive, that is, safety of passengers would be at
risk. This is due to their tasks that are directly involved in the movement of
trains. Thus, this calls for the analysis and correction of recursive human errors
in the workplace.

 identify and describe the classifications of human failure; and
 analyze the cases of human failure in the railway sector.
8.1. Human Failure

There are two main types of human failure:
 Human error refers to unintended practice that is not aligned with the
standards and bears undesirable results (NOPSEMA, 2020).
 Violations pertain to intentional failures or deliberately doing the wrong
thing (NOPSEMA, 2020)
Figure 1 describes the sub classifications of each type of human failure.

Human Failure
Figure 1. Types of Human Failure
Human error can be errors in action and errors in planning. Slips and lapses are
the common types of errors in action, while error in planning can be categorized
into rule-based mistake and knowledge-based mistake.
Violation has three categories. These are routine, situational, and exceptional.
The detailed explanation of each type of human failure is discussed in the topic
Accident Causation in Core Competency.
8.2. Human Failure in Operations Control Center

Operations Control Center (OCC) controllers have complex and cognitive-based
tasks. The safety of the railway operation relies on how effectively controllers
perform their duties. Some of their tasks include inspecting railway movement,
examining track use, and checking arrival periods to avoid delays. To do these
various monitoring tasks, they are expected to coordinate and communicate with
other workers and make sound decisions based on situations.
One of the important tasks of an OCC controller is to provide clear and concise
transfer and acknowledgement of information. Oftentimes, miscommunication
occurs between controllers, train drivers, and track workers with fatal
consequences or near misses. Hence, it emphasizes that adherence to
procedures is essential to ensure the safety of every person involved.

Human Failure
Miscommunication involving safety critical activities is deadly. Modern railway

systems have strict procedures in place and they rely on human performance.
Hence, they are not “failure-safe.” From a controller’s perspective, the cause of
miscommunication may be described as follows:
8.2.1. Fatigue
Prolonged high workload creates progressive fatigue (see Figure 2), which
causes decreased situation awareness and concentration. The risk of human
error is increased, leading to a failure to adhere to procedures or
miscommunication. Although fatigue can be experienced by most workers in any
industry, it has a big effect on OCC controllers due to their safety-critical tasks.
Figure 2. Progressive Fatigue (Williams, 2007)
Fatigue is unlikely to cause an unsafe action in a non-safety critical task, but is

very likely to cause an unsafe action in a very challenging situation where safety
critical actions and decisions need to be made and where concentration on
detailed memory recall is required.
The workload of OCC controllers sometimes requires urgency, especially during

abnormal or emergency situations. Also, since OCC controllers can only have less
rest periods, fatigue indicators become more evident. The need for constant
attention and awareness is one of the main causes of high levels of stress and
fatigue. Some of its effects to workers are lack of reasoning and delay in decision-
making.

Human Failure
8.3. Human Failure by Train Drivers

The technological advancement brought by business globalization pressures
railway system’s development. Railway personnel are then pushed to deal with
this progress while ensuring safety and security.
Railway personnel perform multifarious activities. Hence, erring is a human
convention that has to be strictly obviated. For instance, some of the most
common errors encountered in railway operation, particularly seen in train
drivers, include signal passing and train speed.
8.3.1. Signal Passing at Danger (SPAD)

SPAD is a critical area in operations because a train operator sending a stop
signal presents a perilous situation. If this is overlooked, it may cause collision
and incidents. SPAD is done either as a result of the driver’s “deliberate” decision
and action or to deal with the current working condition considerate of the
operational, environment, and human aspects related to it (Office of Rail and
Road, 2020). Table 9 shows the usual bases or reasons for using SPAD.
Table 1. Some of the causes for the occurrence of SPAD
8.3.2. Train Speed

The train speed is set according to the route and other railway factors that relate
to train movement. If a driver fails to meet the training speed specification,
accidents may occur. There are only a few exceptions allowed to change train
speed. For example, if the circumstance requires, speed may be changed.
Particularly, there are speed restrictions (permanent speed restrictions,
temporary or emergency speed restrictions, and conditional speed restrictions)
where the driver’s view of the situation is needed.
The permanent speed restrictions are implemented to cross track curves or on-
going construction near a track. The temporary or emergency speed restrictions

Human Failure
are used to give way to track maintenance. Finally, the conditional speed
restrictions are applied because of train route setting at a junction or station and
signalling aspect displayed in that regard.
8.4. Processing information and decision-making

Human beings are unreliable when processing information unlike cameras which
can easily record the details of the information. Human beings need to filter to
make sense of information and they tend to be forgetful.
By looking at how the brain processes the information, it is easy to understand

why people make mistakes. To err is human, and whatever background or
education one has, mistakes cannot be avoided.
The way people behave, the decisions they make, and the things they do are
results of the way information is processed. Understanding the limitations of
these processes gives an explanation on why errors occur.
8.4.1. Recognize and Act Cycle

In Figure 3, the process of Recognize-Act Cycle begins with detection when
information is received through the sensory organs like the eyes (vision) and
ears (hearing). The next process is the recognition of the information received.
The person interprets the information and weighs the decision on the next
course of action. The last process involves action on what to do with the
information received and filtered.
Figure 3. Recognize-Act Model

Figure 3 describes the simple model on how a human being processes an
information.

Human Failure
The Recognize-Act Cycle can be applied in the daily tasks of the train driver and
OCC controller. For example, during a driving task, the train driver monitors the
train protection device and looks at the display for alerts on the signal at danger
ahead (detect). When an alert comes up, the train driver processes this
information and prepares for the possible action (plan). The train driver then
gradually applies the brakes to stop the train (act).
Another example is when the OCC controller monitors a report regarding a fault
on the train (detect). The OCC controller processes this information by planning
to regulate the train traffic to prevent the trains from piling up on the line (plan).
The OCC controller then executes a stop command on the signals (act).
8.4.2. Mental Processes

The mental processes that influence one’s dealing with information are
perception, attention, memory, and situational awareness. Analyzing these
mental processes can help explain why errors occur and how influencing factors
can create the potential for error.
It is also useful to understand the limitations of some of these mental processes

as each has the potential to interrupt and disrupt the information processing in
different ways, resulting in different types of errors. In addition, each can be
influenced by factors, such as stress, individual differences, fatigue, and trauma.
8.4.2.1. Perception
This involves the process by which we turn visual and other sensory information
into something meaningful—as an internal model of the external world.
Perception allows people to develop an internal interpretation of an external
context. It has both physiological and psychological components.
8.4.2.2. Attention
Attention is a key mental process. The ability to manage all the information
bombarding an individual is limited, so one cannot deal with all of it at the same
time. It is imperative for railway operations personnel to understand attention
mechanisms—selective, focused, and divided (Table 2) to arrive at sound
decisions.

Human Failure
Table 2. Attention Mechanisms
8.4.2.3. Memory
Memory includes short-term (working) and long-term (stored) memory. To hold
information in working memory, one must focus on the process. Once the limit
in the working memory is surpassed, some information may be forgotten
because of interference.
A long-term memory on the other hand contains information that has been
transferred from the working memory by using the information and associating
information with what is already known.
8.4.2.4. Situational Awareness

This refers to the mental processes that work together to help a person build up
a picture of what is going on and make a decision about it.
8.5. Remedial Approach Toward Reducing Human Failure in Railway

Operations
Human errors are part of some accidents in railway’s complicated systems. To
prevent and/or reduce its occurrence, everyone in the organization must be
trained and equipped with knowledge and skills in effective operations.

Human Failure
8.5.1. Reduction in Man-Power Requirement

Using automated systems in operations will reduce workers’ direct contact and
may consequently decrease errors. This implies that for instance, computer
systems should be provided for Centralized Railway Traffic Control System and
Automatic Railway Traffic Control System. Once appropriate and useful
machines and equipment are given, costs will be reduced and efficient
performance will be easily attained.
8.5.2. Selection of Necessary Manpower

The use of automated machines or equipment in railways is not an assurance
that manual work will be avoided. Therefore, the qualifications set for railway
personnel should always be updated and specific. If the workers are carefully
selected, their role and involvement in operations will reflect mastery and errors
will be reduced.
8.5.3. Indoctrinating New Recruits

Briefing new workers about the work situations, the nature of their actual work,
and possible work-related hazards is significant to reduce human errors.
Therefore, a carefully structured training program for new employees is
important. Constant updating of the programs will ensure a more relatable,
realistic, and productive training.
8.5.4. Refresher Training Programs

Refresher training programs or retooling should be done periodically for
workers to be reminded of their roles and tasks and be updated about their
working condition. This will also serve as means for the staff members and top
management to communicate and collaborate.
8.5.5. Periodical Health Check-Ups And Psychological Fitness Tests

The workers’ unintended errors are results of their health and psychological
states. Thus, the role of maintaining good physical and mental health should be
highlighted. Periodical health checkups and psychological fitness tests must be
set for employees to be more capable in performing their roles. If they are not
physically and mentally fit, they may not be fit to work.

Human Failure
8.5.6. Identifying Hazards, Assessing, and Reducing Risk

Railway personnel should regularly examine their working space to control
hazards. Identifying and analyzing human errors should be collated with
determining and controlling hazards in the workplace.
8.6. Case Studies

The following case studies outline the human factors which led to major
incidents and accidents in the recent past.
8.6.1. Case No. 1

On April 13, 2014 at around 4:00 P.M., a train of MRT3 overshot the tracks and
derailed at the Taft Avenue Station (Figure 4). As a result of the accident, 38
passengers were reported injured and were rushed to nearby hospitals (Tayao-
Juego, 2014).
Figure 4. MRT3 Derailment (Tayao-Juego, 2014)
8.6.1.1. Cause of the Accident

The train had broken down at the interstation due to a technical problem prior
to the derailment. It had to be assisted by another train by pushing it to the
station. When the convoy started to move, the coupling suddenly failed and the
faulty train free-wheeled and rammed the buffer stop at the end of the station.
8.6.1.2. Key Observations

 OCC gave instructions to the assisting train to unload its passengers in
Magallanes Station before proceeding to the location of the faulty train.

Human Failure
However, OCC did not give instructions to the faulty train to evacuate its
passengers.
 Instructions were given by the OCC controller to both train drivers during the
coupling process of the two trains. For some reasons, the initial procedure
was unsuccessful in coupling the trains. The train driver of the faulty train
had to do something outside of the procedure, thinking that it would make
the process work.
 Both train drivers did not perform the important step in the procedure,
which was to move the trains a little forward or backward to check if the
coupling was successful.
8.6.1.3. Human Failure Analysis

 The Operations Control Center (OCC) committed a situational violation when
passengers were not evacuated from the faulty train. One of the MRT3 Rules
and Regulations states that passengers should be evacuated first before
making any actions on a faulty train. However, due to the circumstances
which were happening during that situation, they decided to do the hauling of
the faulty train with passengers still on-board.
 The train driver of the faulty train also committed a situational violation
when he performed another action outside of the procedure. He was in the
situation where he believed that the normal procedure would not work
anymore. So, he tried another action and deviated from the normal
procedure.
 The train driver of the assisting train committed a lapse. Since his train had
the control of movement, he could have checked if the coupling was
successful. That important step in the coupling procedure was entirely
omitted which resulted in an accident.
8.6.2. Case No. 2

On July 24, 2013 in Spain, a high-speed train derailed when it had been travelling
at 190 kph when it entered a curve with a speed limit of just 80 kph. Figure 5.

Human Failure
shows the wreckage of the train. The train crashed into a concrete wall with four
cars overturning in the resulting smash. According to CNN Staff, (2013) the train
driver, who had been working for 30 years, was communicating on the phone
with an OCC staff to give him instructions on his route. Background noise in their
conversation implied that he was “looking at or shuffling papers.” It was at this
time when the first automatic speed warning registered in his cabin. The train’s
black box data recorders showed the last warning which came just 250 meters
before a dangerous curve where the accident occurred. The report also said that
the train driver tried to brake but it was already too late. 79 passengers were
killed and around 140 people were injured in the accident.
Figure 5. Rescuers Work on the Wreckage of the Derailed Train (CNN Staff, 2013)
8.6.2.1. Cause of the Accident

The train driver was on the phone with a railway staff when the train crashed.
The train exceeded the speed limit when it entered the sharp curve and derailed.

 The train driver was a veteran driver with an unblemished record.
 On Spain’s railway system, the Operations Control Center can communicate
with drivers at any point during a journey.
 The train is not equipped with a system that automatically applies brakes to a
train if it is over-speeding in a particular section of the track.

The train driver committed a mistake. Talking to somebody on the phone and
looking at some papers while driving made him ignore the speed warnings. He

Human Failure
listened to the instructions given by the OCC instead of looking at the speed
warnings.
8.6.3. Case no. 3

A train driver passed a signal “at-danger” after stopping at a station. The ATP
system applied the emergency brakes causing passengers to be thrown to the
floor.
8.6.3.1. Cause of the Incident

After stopping at the station, the train driver closed the door and drove to the
next station without looking at the wayside signal.

 Due to the routine nature of the tasks, the train driver lost attention to the
wayside signal displaying “at-danger.”
 The intention of the train driver to drive to the next station was right but the
implementation of the action was “flawed.”

The train driver committed a lapse because a step in the procedure was not
carried out which was to check first the wayside signal before getting the train
moved to the next station.
8.6.4. Case No. 4

During the morning peak hours at MRT3, one of the trains encountered a door
failure at Cubao Station southbound. The train driver immediately reported the
incident to the Operations Control Center (OCC). The OCC controller instructed
the train driver to perform initial fault intervention procedures by shutting down
and re-initializing the train. After doing the initial intervention, the fault was still
persistent. The OCC controller then instructed the train driver to switch all the
“Start-blocking” which is located at the side panel of each driving cab (Figure 6.).
This process would get the train moving again even with open doors.

Human Failure
Figure 6 MRT3 Train's Side Panel Switch SYSTRA (n.d.)
The train driver now started moving from one car to another to switch the “start-
blocking” but at the last car, the train driver unknowingly switched a different
one. The action resulted in the train’s inability to move and the OCC had to
perform other intervention procedures. The disruption lasted for more than 15
minutes.
8.6.4.1. Cause of the Incident

The train driver turned the wrong switch.

 The train driver is trained to do the task.
 The task is familiar because train drivers undergo trainings in this kind of
situation. Further, they encounter train failures while driving.

The train driver committed a slip of action. The focus on the task was not
present. The plan of activating the switch was correct but the execution was a
failure.
Summary
 Human failure is classified into human error or unintentional actions and
violation or deliberate actions. Examples of human error are slips, lapses,
and mistakes while violation can be routine, situational, and exceptional.

Human Failure
 Human failure can occur to everyone in railway operations and the effects
can lead to serious injuries or even fatalities. It is important that proper
measures are to be done to minimize or prevent its occurrence.
References
CNN Staff. (2013, July 30). Driver on phone when Spanish train derailed, court says.
https://edition.cnn.com/2013/07/30/world/europe/spain-train-crash/index.html.
Network Rail. (n.d.). Processing Information and Decision making.
NOPSEMA. (2020). HumanError. https://www.nopsema.gov.au/resources/human-factors/human-

error/.
Office of Rail and Road. (2020). Signals passed at danger. https://orr.gov.uk/rail/health-and-

safety/infrastructure-safety/signals-passed-at-danger.
Reyes, R. (2014 August 14). RUNAWAY TRAIN. https://newsinfo.inquirer.net/628821/mrt-train-

derailed-report.
SYSTRA. (n.d.). MRT-3 System Operation & Maintenance SEMINAR [PowerPoint slides].
https://drive.google.com/drive/folders/1Ra9a9PvuW9g_CaxqLT1LvPD95p8IlWu5
Tayao-Juego, A. (2014 August 14). MRT train skids, rams Taft station; 38 injured.
https://newsinfo.inquirer.net/628821/mrt-train-derailed-report.
Williams, C. (2007). Human Error in Railway Operations Control.

https://link.springer.com/book/10.1007/978-1-84628-812-8#authorsandaffiliationsbook.

Introduction to Operations Control Center
Unit 9: Introduction to Operations Control Center

Introduction
The Operations Control Center (OCC) is the command, coordination, and control
center for the whole railway system that integrates the diverse processes
relating to all major operational areas. Essentially, it is the nervous system of
railway operations in the sense that it gathers, processes, generates, and
disseminates all kinds of information. These information include decision-
making and initiation of actions relevant to planning and real-time management
of resources. The topic enables the learners to appreciate the fundamental role
of the OCC and to acquire the necessary knowledge and skills to function
effectively as part of a very dynamic and highly responsive team.
At the end of the topic, the learner will be able to:

 learn the fundamental functions performed by the OCC team;
 overview the core posts and positions inside the OCC; and
 understand the best practices for operational excellence and efficiency.
9.1. Overview of the Operations Control Center

The Operations Control Center (Figure 1) is the railway system’s command and
control station. The decision-making processes during operations, both normal
and degraded, are conducted in the OCC. This is also where all the subsystems
are managed (American Public Transportation Association, 2018). Decisions
related to operations, which affect the revenue service, are primarily coordinated
in the OCC.
The functions of the OCC differ in every railway system due to the different
modes of service like high speed railway, light rail, heavy rail, street car, etc. The
operation hours of an OCC is usually 24/7, although the actual operation is less
to give way for maintenance activities during non-revenue hours. Some railway
systems have developed an integrated facility where multiple rail lines are
controlled.

Figure 1. LRT2 Operations Control Center
The operational authority of the OCC is based on several applicable documents

including the rulebook, manuals, standard and emergency operating procedure,
or other documents. It gives the people inside the OCC, who are usually called
controllers, the authority in all train movements.
Each railway system has different layouts to customize their specific needs. In
modern systems, the OCC consists of several state-of-the-art equipment while
others have a few computers to work on. Modern railway OCCs consist of
several computer workstations for monitoring train movements. Included in
these workstations is the Supervisory Control and Data Acquisition (SCADA)
monitoring system. It contains software and hardware elements (Inductive
Automation, 2018) allowing an industrial organization to do the following:
● control industrial processes in local or remote stations
● monitor, gather, and process real-time data
● interact directly with devices like sensors, valves, pumps, motors, and
others using a human-machine interface (HMI)
● record events into a log file
There is also a workstation for communicating with the station and changing
announcements on the passenger display found in the station platform. This

workstation is also where emergency phone calls coming from station staff into
the control center come through and will be answered. Another workstation is
responsible for monitoring and controlling closed-circuit televisions.
Inside the OCC is a large monitor to display the traffic of the whole line (Figure
2). It can be switched to viewing different displays depending on the actual
requirement of the OCC staff.
Figure 2. The Large Monitor Display at an Operations Control Center
9.2. Core Functions

The main function of the OCC is to monitor and manage all activities of revenue
operations in the mainline (Figure 3). A line controller will dispatch trains from
the yard to the mainline during insertion time. The controller will also monitor
radio traffic, respond to emergency situations by sending police or emergency
teams, dispatch engineering and maintenance staff to respond to train or system
faults, and manage work activities during non-revenue hours.

Figure 3. The different responsibilities of the Operations Control Center
9.2.1. Train Operations

Revenue service starts in train preparation of the rolling stocks at the depot
where the train driver will submit himself/herself for inspection to the line
dispatcher on-duty. The train driver shall then go to the yard master's office to
claim the train paraphernalia such as the Daily Observation Report (DOR) form
and the necessary keys. The DOR depicts the detailed track location and train set
number. Next, the train driver will proceed to the assigned train as indicated and
shall perform the following:
● Inspect under the floor of the train such as brake shoes, wheels, other
underfloor parts, and any obstruction on the tracks.
● Unlock and enter each driving cab of the train then perform
initialization. No faults should register on the Train Control Display.
● Check for the emergency equipment inside the cab.
● Perform inspection on lighting and air-conditioning system.
● Inspect windows, train doors, cabinets, and other interior devices.
After checking that the train is ready for insertion, the train driver will report to
the OCC stating readiness of the train. The OCC will then give additional
instructions prior to insertion to mainline (Figure 4).

Figure 4. A Train Runs from the Depot to the Mainline After the Train Preparation.
(Photo taken during the immersion activity of PRI staff at LRT-1.)
When the train has passed the required checks, the OCC controller shall
authorize the access of revenue trains to the mainline. It shall start activating the
automatic sequence of the signalling system. The train will run according to its
pre-defined schedule. In cases of delay, the OCC will regulate the train traffic and
will try to recover and adhere to the original schedule.
At the end of each day, the OCC shall control the removal of trains from the
mainline up to the depot access track. The yardmaster shall control all train
movements on non-revenue tracks.
9.2.2. Rolling Stock Failure

Any failure noticed on a train shall be reported immediately to the Operations
Control Center. Whenever a train is put to a stop due to failure (Figure 5), train
drivers shall immediately inform the OCC and the passengers. The OCC shall ask
the train driver to describe exactly the nature of the fault and the message icons
indicated in the train display. The OCC shall determine the exact intervention
procedure based on the fault reported by the train driver. Intervention
procedure shall be instructed carefully to the concerned train driver. The train
driver shall then inform the OCC controller about the result of the intervention

and shall arrange together the conditions to resume driving, including the
driving mode and the speed, with or without passengers.
Figure 5. MRT3 Train Suddenly Stopped in Between Stations Due to a Door Fault
(Varcas, 2017).
9.2.3. Station Operations

The OCC is tasked for the dissemination of information related to revenue
operations. Other situations where the OCC coordinates with the station staff are
the following:
9.2.3.1. Delays to Revenue Service

The OCC shall immediately inform the station supervisors of any delays in the
train service. The station supervisors must give instructions to the security
guards to implement the proper procedures in controlling the crowd whenever
any of the following event occur: train arrival/departure delays, service
disruptions, and other similar situations.
9.2.3.2. Unloading of Passengers

The OCC shall give information to the concerned station supervisor regarding the
location of the train which will unload the passengers (Figure 6). The OCC shall
also request assistance for the passengers during the unloading.

Figure 6. Passengers Wait for the Resumption of Revenue Service After a Train
Broke Down (De Guzman, 2019)
9.2.3.3. Special Activities or Events in the Vicinity of the Line

Station supervisors shall keep themselves duly informed of any special activities,
events, or situations that might affect their stations and shall inform the OCC of
its nature. For example, prominent religious practices that are celebrated with
great intensity and attract a large number of devotees.
9.2.3.4. Obstruction on the Tracks

A station staff seeing an obstruction on the track (Figure 7) shall immediately
report to the Operations Control Center and use all appropriate precautionary
measures to stop any oncoming train.
Figure 7. An Object Dumped on the Track (Jones, 2019)

9.2.3.4. Facilities and Equipment

Station supervisors perform regular inspections on their stations according to
approved procedures. Details of the inspection shall be recorded and any defect
observed shall be immediately reported to the OCC. The OCC shall coordinate
with the maintenance team and dispatch technicians to repair the defective
equipment.
9.2.3.5. Signaling
The aim of the signaling system is to give clear and simple orders to train drivers
through cab signals and wayside signals so as to follow safe driving of trains
along the mainline. The OCC ensures that the signaling system and its
components function safely and correctly.
9.2.4. Train Protection System

The train protection system, a significant part of the signaling system, prevents
trains from colliding particularly for lines with dense traffic (Sugiana, et. al.,
2017). Communication between an onboard train device and a trackside device
is done through a kind of train protection system that conventionally uses a
transponder called Automatic Train Protection (ATP). The two principal parts to
a train protection system are train detection and movement authority.
Train drivers must devote constant and absolute respect to the signaling orders
provided by the in-cab, in any circumstances. In any event that the train
protection system malfunctions, the train driver shall immediately report it to
the OCC. If getting it back to normal condition is not possible, the OCC shall give
authorization to bypass the train protection.
Figure 8. ATP System (admin, 2019)

9.2.4.1. Authorization to Pass a Signal “At Danger”

A railway signal (Figure 9.) conveys messages such us instructions or advance
warnings about the authority to proceed of the train driver using a visual display
device (Railway Signal, 2020). The train driver shall act accordingly upon
interpreting what the signal indicates. Sometimes, the signal fails or shows an
abnormal indication and it is the task of the OCC to manage the situation to
prevent disruption of the train service.
Figure 9. Wayside Signal (Swire, 2011)
It is strictly forbidden for any train to pass a signal “at danger.” The Operations
Control Center shall issue a clearance number, a unique set of numbers verbally
given to train drivers, authorizing the train driver to pass the relevant signal “at
danger” and also bypass the train protection system. The OCC shall record the
particular clearance number on the relevant wayside signal with the time of
issuance and the location to where the train protection system shall be
reactivated. Train drivers shall also take note of it and relay the information back
to the OCC for verification.
In the event a signal “at danger” is inadvertently passed, the train protection
system activates the emergency brake. The train driver shall immediately report
to the OCC. It is strictly not allowed to move the train until the OCC gives
authorization to proceed. The OCC shall take all necessary arrangements for
halting other trains.

When ascertained that the faulty train is protected, the OCC may order the
train driver to reverse the train and after giving the clearance number, the train
driver shall resume movement using “at-sight driving” procedure until a new cab
signal indication is given.
9.2.4.2. Tracks and Turnouts

The track is a pair of steel rails (Figure 10) divided into a set of track circuits and
points that enable the functioning of the signaling system, allow the return of the
traction power supply, support the rolling stock weight, guide the rolling stock,
and ensure the smooth-running service of the rolling stock (DOTC-MRT III,
2006).
Tracks maintenance personnel conduct daily inspections on the mainline to

ensure safe running of trains. In the event of damage on track due to a wear and
tear, the track personnel immediately must report to the OCC. The OCC shall
then implement a speed restriction in the area until the damage is repaired
during non-revenue hours.
Figure 10. Railway Track (Woodward, n.d.)
Railway turnout is a mechanical device (Figure 11) used in guiding trains from
one rail track to another (Agico Group, 2020). As an important part in rail
construction, turnout helps to enable the trafficability of the rail. There are two
different types of turnout on the mainline: electric and manual. Electric turnout
is remotely controlled and monitored from the OCC while manual turnout can be
operated on site.

In the event of a failure, a turnout shall be set from the site under the OCC
controller’s instructions.
Figure 11. Railway Turnout (Agico Group, 2020)
9.2.4.3. Power Supply, Telecommunications, and Other Subsystems

The Operations Control Center keeps track of overall systems and facilities to
control and manage every activity on the mainline. They monitor all the time
during revenue and non-revenue hours to ensure safe, efficient, and reliable
train service. In case of abnormalities, the OCC follows swift measures to control
and instruct relevant onsite teams not only to prevent accidents or minimize
casualties and damages for the safety of the passengers and employees, but also
to normalize the operation as quickly as possible.
9.3. OCC Management

The OCC, in order to ensure the safe and dependable journey of passengers, is
operated by highly trained individuals who perform mentally and physically
exhausting tasks. They are in charge of keeping the trains running on schedule,
managing operational disruptions, and overseeing maintenance operations. In
the flowchart below (Figure 12), the tasks of every member of the OCC team
during a failure in the system are shown. It can be seen that all members are
working together to manage and resolve the situation.

Figure 12. OCC Work Flow chart
The OCC and its personnel are active all day and night in order to manage all the
daily tasks in train operations. They are positioned close together in the room to
enable responsive face-to-face decision-making (Figure 13). They have the most
critical task in managing safe and efficient train operations. They are responsible
for protecting railway work areas and furthermore, they are the ones informing
passengers about certain circumstances in rail services through announcements.

Figure 13. The LRT1 OCC Controllers Manning Their Workstations (Photo taken
During the Immersion Activity of PRI Staff at LRT-1 OCC.)
9.3.1. Duty Manager (DM)

The duty manager is the person responsible for leading, directing, overseeing,
and managing all aspects of the Operations Control Center. He/she establishes
the operational control processes’ policies as well as assumes the overall
responsibility for the performance and delivery of the OCC as the central
authority.
In the event of a problem, the DM shall use his/her knowledge to bring a bad
situation to a successful one. He/she shall make the best decisions related to
train operations.
Some of the specific job responsibilities of a duty manager are the following:
1. Hazard Identification and Mitigation
The DM shall act quickly to mitigate any hazard reported on the mainline. The
safety of the passengers is the utmost priority of any railway system.
2. Responsible Management of the Quality Service to Passengers

The DM shall monitor the work of his controllers to ensure that the service is
efficient and safe at all times.

3. Coordination of the Revenue Service Status to Management and Other

Officials
The DM always reports the status of operation to the management and other
officials with or without any failure experienced on the mainline.
9.3.2. Line Controller (LC)

A Line Controller (sometimes called train controller, train dispatcher, or
signaler) monitors and regulates train traffic on the mainline using computerized
and mechanical systems (Figure 14). They coordinate with other staff across the
network to ensure that trains are running safely and on-schedule. The LC’s
responsibility is to monitor and direct the movement of revenue and non-
revenue trains on the mainline in all aspects. As the OCC is a stressful
environment, the LC must have the ability to work under pressure especially
during emergency situations.
Figure 14. A MRT3 Line Controller Monitors Train Traffic on the Computer Display
(Follow wayside. Drive safely.., 2019)
9.3.2.1. Duties of the Line Controller

The LC has a wide range of duties including monitoring, analyzing, controlling,
and supervising the main line operations’ status. The specific functions of a LC
are:

1. maintaining the cooperation with train drivers and mainline supervisors;

2. overseeing rail operations through the following: computer-generated
displays, display board indications, computer inputs, and voice
communications;
3. monitoring and interpreting the train control display board, computer
workstation displays, and radio operations to know the status of revenue
operations, non-revenue vehicle activity, and scheduled or unscheduled
maintenance activities;
4. responding using appropriate computer inputs and verbal instructions
for the maintenance of system performance and safety;
5. coordinating activities, both remote and onsite, during emergencies or
unusual incidents. Assisting in the isolation of an incident from the train
movement and participating in the implementation of repair activities or
emergency response is also part of this duty. He/she must guarantee the
safe operation of the vehicles, facilities, and equipment;
6. coordinating actions with other operations and maintenance staff so
service disruptions will be minimized and providing technical
information to other divisions about train control operations;
7. ensuring the maintenance of pre-established schedules for optimal
revenue service;
8. making sure that current systems are properly working and that policies,
procedures, rules, and regulations are observed through the evaluation of
passenger service;
9. participating in emergency action plans implementation and assisting in
coordinating emergency operations with mainline personnel and other
departments or agencies;
10. providing technical support and coordinating with other divisions as well
as outside agencies;
11. conducting different operational or administrative studies and assisting
with investigations relating to safety incidents;
12. coordinating with maintenance supervisors to remove revenue trains
from service for regularly scheduled maintenance and overhaul
requirements;

13. maintaining hourly records, daily records, and special reports on work
performance accurately; and
14. participating in the investigation and preparing reports on emergency
situations and unusual incidents.
Aside from the above functions, the LC shall also ensure the handover of
operation status, route control, current weather conditions, etc. Moreover,
he/she shall fill in the operation logbook, work plan book, radio service logbook,
and fire inspection book with the necessary matters and submit them to the DM.
In addition, items necessary for work must be entered correctly in the
communication register.
When the LC gives command, it must be transmitted in a concise and clear

manner using appropriate terms. The LC shall give the command number, date
and time of transmission, the name of the sender, and both the subject and
contents.
9.3.3. Station Controller (SC)

The station controller monitors all activities with regard to station operations.
The SC communicates with station supervisors whenever a failure occurs on the
mainline. The SC gives information and announcements to station staff during
arrival of special trains in stations and coordinates for passenger assistance
during emergency situations.
9.3.4. Fault Controller (FC)

The fault controller monitors all railway system faults including the power
supply network. The FC provides technical assistance, fault management
coordination, and rectification in all disciplines of operations (Figure 15). The
specific duties of the FC are:
1. monitoring, supervising, and controlling the power supply and related
systems by using different computerized tools;
2. liaising between the operator and maintenance provider teams during
failures and defects that affect the revenue service;
3. preparing reports about all incidents that affect the safety and reliability
of the service;

4. providing information to the DM and other OCC staff on faults of all

subsystems including the time when the service will be normalized; and
5. inputting the events and details of the incidents to the database system.
Figure 15. MRT3 Fault Controllers (Follow wayside..Drive safely.., 2019)
9.3.5. Power Controller (PC)

The main responsibility of the PC is to monitor and control the power network
and traction supply in feed substations using the Supervisory Control and Data
Acquisition or SCADA (Figure 16).
Another function of the PC is to operate the power network during non-revenue

hours including isolation of the power supply system, de-energization of the
catenary system or third rail system.
Figure 16. A MRT3 Power Controller Records the Data from a SCADA Display
Monitor (Follow wayside..Drive safely..,2019)

9.3.6. Information Controller (IC)

The IC gives specific information to passengers when trains are altered,
cancelled, or otherwise changed. He/she is responsible for setting up messages
on the passenger information display when there are disruptions in the service.
It is also the IC’s responsibility to make manual announcements during an
incident. He/she also needs to update web pages and social media sites
whenever there is relevant information for the passengers.
9.4. Train Scheduling

Railway operations are based on a pre-planned timetable, which gives routes to
trains as well as regulates the time of arrival and departure to stations and
terminals. In the stage of planning the timetable, passenger convenience is a big
factor that planners consider. The occurrence of delay can be reduced by making
delay-resistant timetables. One method is to provide recovery times to be able to
catch up on the schedule.
In Japan, the train operation timetable is called a train diagram (Figure 17). It has
a vertical axis that corresponds to the station and while the horizontal axis
corresponds to the time. The “line", which is called the train line, shows the
position of the train at every moment. The basis for creating a train schedule
includes many factors such as transportation demand, transportation conditions,
equipment conditions, and vehicle performance of the line section.
The following conditions are combined together when creating a train diagram:
 the set time of the train and the dwell time at each station in terms of
transportation demand
 vehicle performance and track conditions
 driving hours between stations
 minimum operating time interval determined by station arrangement,
shape and signal equipment conditions, and vehicle performance
 operating time intervals and train types for each time period determined
from transportation demand
 connection with other routes (through line)
 place of detention (pool) such as depots and usage conditions for vehicles

Figure 17. Train Diagram (Photo Taken at Tokyo Metro During PRI Staff’s Capacity
Development Training)
In the Philippines, train scheduling is done with the use of a train timetable. It is
an important way to organize railway traffic. (Figure 192). It describes train
movements depending on time and space. Timetabling links train operations and
passenger demands in the planning process. A good timetable should not only be
implementable, but should also maximize the utilization of railway
infrastructure. Thus, several factors must be met to ensure feasibility and
dispatch as many trains as possible to meet passenger demands.
9.4.1. Train Timetable Requirements

Train timetable, a vital document in organizing railway traffic, shows the train
movements’ railway infrastructure occupation both in time and space. It is a link
connecting the passenger demand and the train operation. A train timetable is
considered high-quality if it is efficient in railway infrastructure’s capacity
utilization aside from being implementable. Thus, to ensure that it is feasible and
that more number of trains will be scheduled based on the expected passenger
demand, the following minimum process times must be satisfied: trip time, dwell
time, and headway.

Figure 18. Sample Train Timetable
The table below explains the information given in the sample train timetable.
Table 1. Train Timetable Information

The factors to be considered when creating a train timetable are the following:
1. Speed limits on the mainline
There are different speed restrictions in the mainline depending on the area. For
example, some railway systems require lower speeds when entering stations and
turnout areas. Others require speed restrictions when passing on tunnels.
2. Headway
Headway means the time interval between the successive trains, moving in the
same direction on the same track (Metro Rail Geek, 2018). It is influenced by the
total track length, the speed limit, and the type of signaling system used.
3. Dwell time
Dwell time refers to the time a train remains or stops at the platform allowing
passengers to board or alight (San and Masirin, 2016). It is primarily for loading
and unloading process as well as door opening and closing process. So, the
boarding and alighting process is mainly the relevant factor which affects the
train dwell time.
Passenger volume refers to the number of passengers that boards and alights the
train in a station at a specific time. It is considered as the factor that mainly
influences the dwell time. Consequently, the passenger volume varies as there
are stations where there are less passengers even during rush hours.
In general, the minimum dwell time for every station is 30 seconds. This is more
achievable in stations where there are less passengers boarding and alighting.
Examples of stations with less passengers are Santolan Station of MRT3,
Bambang Station of LRT 1, and Betty Go-Belmonte Station of LRT 2.
4. Layover time
Delays normally happen in a given schedule and this is time needed for a train to
recover such delays. Layover time is done at terminal stations.
5. Engineering and maintenance time

When developing a timetable, it is important to incorporate maintenance time at
the depot.

9.5. Train Operation Control

What is Train Operation Control?
Trains run following a pre-planned timetable. However, several factors like train
fault, accidents, environmental causes, etc. may affect the service and cause
service delays or disruptions.
Now, when the service is continued with delays, it will affect the entire route and
give discomfort to its passengers. So, several measures must be performed in
order to normalize the schedule. The quick recovery to normal operation is
called Train Operation Control.
9.5.1. Change Order

When a particular train is delayed and the OCC controllers did not regulate the
mainline traffic, passengers will build up in stations and may cause accidents.
For this reason, it is a general method to maintain the headway by changing the
order of the delayed train and the following train by inserting an “alternative
train” from the depot to the mainline (Figure 19).
Figure 19. Change Train Operation Order
9.5.2. Increasing the Number of Trains

Increasing the number of trains on the mainline or adding a “floating train”
which is not included in the timetable for the day is done when there is a high
volume of passengers in the stations due to some major events in the nearby

venues, land transport strike, or other factors that contributes to the increased
number of passengers in stations. This will reduce congestion as well as prevent
delay in the train timetable. However, it is often difficult to respond in a hurry
such as assigning train drivers, thus a prior arrangement is required (Figure 20).
Figure 20. Increasing the Number of Trains
9.5.3. Train Replacement

When there is a train failure or breakdown that may disrupt operations, a
reserve train can be prepared at the depot to replace the defective train (Figure
21).
Figure 21. Train Replacement

9.5.4. Shuttle Service

If a train breakdown or an equipment failure blocks a part of the mainline, OCC
controllers can utilize other turnouts to minimize the effect on passengers
(Figure 22).
Figure 22. Shuttle Service
9.5.5. Headway Adjustment

It is a method of regulating train traffic by delaying the departure of the train
ahead of the delayed train and the train running behind it. If a particular train is
delayed, the number of passengers at the station will be increased by the amount
of delay, and it will take longer to get on and off the train (Figure 23). On the
other hand, the train running behind it is running normally since there are only
few passengers in the succeeding stations. If OCC controllers will not adjust the
headway, the delayed train cannot recover the delay. By adjusting driving
intervals, passengers will be evenly distributed to each train and will prevent the
delay from increasing (Figure 197).
Figure 23. Headway Adjustment

9.5.6. Stoppage of Operation

When a major breakdown or accident happens on the mainline, and bringing
back the service to normal will take a longer time, OCC controllers can order to
stop operations on the whole line. All trains must not stop in between stations
and instead will be instructed to stable at stations to ensure easy evacuation of
passengers (Figure 24).
Figure 24. Stoppage of Operation
Summary
● The Operations Control Center is the brain of every railway system. It
monitors and manages all activities relating to train movement,
infrastructure, and other subsystems. It also ensures that operations in
general are safe, efficient, and reliable.
● The OCC team comprises highly-skilled individuals who ensure that the
trains are running smoothly and safely.
● The different aspects in train operation control ensure that trains
continue to have movement activities even during disruptions and delays
to schedule.
References
Agico Group. (2020). Types of Railway Turnouts and Their Components. http://www.rail-
fastener.com/railway-turnout-introduction.html
Admin. (2019, September 4). Automatic Train Protection Railway Signaling Equipment.
https://www.railwaysignallingconcepts.in/automatic-train-protection-railway-signalling-
equipment/

American Public Transportation Association. (2018, July 6, 2018). Operations Control Centers.
https://www.apta.com/wp-content/uploads/Standards_Documents/APTA-RT-OP-S-005-03-
Rev-3.pdf
De Guzman, R. (2019, November 4). 530 passengers unloaded after MRT3 emits smoke.
https://www.untvweb.com/news/530-passengers-unloaded-after-mrt-3-emits-smoke/
DOTC-MRT III. (2006, January 24). Rules and Regulations Book Chapter 6 Tracks and Points.
Follow Wayside..Drive Safely..(2019 April 21). DOTr-MRT3 Transport Division Holy Week Action Plan
2019 OCC Close monitoring of maintenance activities in the mainline April 15 to 21 2019.
https://www.facebook.com/photo.php?fbid=2436563333022119&set=gm.2390549270964046
&type=3&theater&ifg=1
Inductive Automation. (2018, September 12). What is SCADA?

https://inductiveautomation.com/resources/article/what-is-scada
Jones, R. (2019 September 19). Vandals risk lives dumping objects on a train track.
https://www.harwichandmanningtreestandard.co.uk/news/17910630.vandals-risk-lives-
dumping-objects-train-track/
Metro Rail Geek. (2018). What is Headway and impact of Headway on safety and Line Capacity.
https://www.metrorailgeek.com/2018/08/what-is-headway-and-impact-headway-on.html
Railway signal. (2020, June 13). In Wikipedia. https://www.scribbr.com/citing-sources/how-to-cite-

wikipedia/
San, H., Masirin, M. (2016). Train Dwell Time Models for Rail Passenger Service. https://www.matec-
conferences.org/articles/matecconf/pdf/2016/10/matecconf_iconcees2016_03005.pdf
Sugiana, A., Sanyoto, M., Parwito, Gunawan, M., Lee, K. (2017, April). Intermittent automatic train
protection using an infrared system.
https://www.researchgate.net/publication/314580990_Intermittent_automatic_train_protection
_using_an_infrared_system
Swire, C. (2011, April 2). Davisville Station Subway Train Signal.

https://www.flickr.com/photos/18378305@N00/6117835206
Varcas, M. (2017, October 25). Glitch snags MRT-3 operations anew.

https://www.philstar.com/metro/2017/10/25/1752464/glitch-snags-mrt-3-operations-anew
Woodward, C. (n.d.). Gray rail besides trees during daytime. https://unsplash.com/s/photos/railway-track

Operational Emergency Procedures
Unit 10: Operational Emergency Procedures

Introduction
Railway operation accidents do not occur very often. In fact, railways are
considered as one of the safest modes of transportation. However, even with the
safety precautions of railway systems, passengers still cannot help but worry
about their safety inside a moving train. Ultimately, when a vehicle as large as a
train crashes, the effects can be very tragic (Figure 1).
Figure 1. A Philippine National Railways train hits a vehicle (Penarendo, 2014)
Modern railway systems have incorporated innovations into the infrastructure,

rolling stock, and operations. They have invested in advanced computer
applications, high-speed communications, and industry-standard materials.
Likewise, their approach in protecting the passengers, as well as their staff has
been improved. To prevent accidents, operational safety measures like speed
restrictions are imposed and programs for alcohol-related problems are
enforced in the workplace. Another goal in the development of railway systems
is to have an emergency preparedness plan. These plans are designed to reduce
the severity of injury, if an accident occurs, and provide procedures for optimal
treatment and rehabilitation following the injuries.

The Operations Control Center (OCC) plays a big role in managing these
emergencies. To have an effective plan, it must have these four concepts of
operation: preparedness, emergency response, recovery and direction, and
control. With these, lives will be protected and injuries will be avoided. To
conclude, effective communication is essential during emergencies. In order to
effectively manage disaster response efforts and emergencies, clear, consistent,
and timely communication are necessary. During these situations, it is crucial for
the OCC to provide consistent information and timely updates. Proper
communication is vital to avoid misinformation and miscommunication that may
result to injuries or fatalities.

Describe the different emergencies that may take place in a railway operation
Identify the causes of railway emergencies and accidents
Apply appropriate measures when railway emergencies and accidents occur
10.1. Notable Railway Operation Accidents

Many of the world’s worst train accidents which occurred in early 20th and 21st
centuries, lead to the advancement of technology and the improvement of
railway safety. The lessons learned in these accidents are very helpful in
improving passenger safety and preventing future re-occurrences of the
accidents. Table 1. lists some information about the major international railway
operation accidents since 1900.
Table 1. Notable International Railway Accidents

(CNN Editorial Research, 2020)

Figure 2. Five Hundred Passengers Died of Suffocation in Salerno, Italy (Squires,

2017)
Figure 3. India’s Worst Rail Disaster (Maniraj, 2016)
Figure 4. Soviet Union’s Worst Post-War Train Disaster (Klipinitser, 2019)

Figure 5. A Train Hit by a Tsunami in Sri Lanka (Bosch, 2020)
Figure 6. Pakistan’s Train Crash Which Killed 130 People in 2005 (Qureshi, 2005)
In the Philippines, there were also some notable railway operation accidents that
happened in recent years. Table 2. lists the railway accidents which happened in
the past 15 years.

Table 2. Notable Railway Accidents in the Philippines
Figure 7. PNR Train Fell in a Ravine Killing Hundreds of Passengers (Philippine Rail
Cars, 2004)
Figure 8. MRT-3 Train Derailed at Taft Station Causing Injuries to Passengers.

(Salazar, 2014)

Figure 9. PNR Train Hits an Ambulance at a Railroad Crossing in 2017. (De

Guzman, 2017)
Figure 10. MRT-3 Coach Detached from the Train in 2017 (Ramirez, 2017)
10.2. Common Causes of Railway Operation Accidents

Accidents can happen anytime and there are a variety of reasons why it occurs.
While every case differs in nature, there are common contributing factors to why
these tragic situations happen.

10.2.1. Human Error

Numerous aspects such as traffic rules in the railway, dependable equipment and
system, general and safety management, and human factors determine the
efficiency and safety of railway systems. Just like in any other organization, the
human aspect also plays a significant role in the railway system. All through the
years, considerable railway operation accidents that resulted in multiple
casualties were ensued by human error. Generally, the risks of human failure do
not severely affect an incident as the established preparations in the training,
standards, working rules, and processes, alongside the advanced signaling
system were effective in mitigating errors and ensuring a well-organized railway
system. However, there are various operations that are inevitable of higher risk
such as testing and commissioning of track vehicles, maintenance, or
emergencies that require the evacuation of a train. These situations demand
more of a human maneuver than machine handling to ensure successful
implementation of the needed task.
While there are lots of room for human error in the railway system, the three
common reasons are as follow:
10.2.1.1. Signal Passed at Danger (SPAD)

A signal passed at danger (SPAD) refers to a train that has gone beyond a
segment of an unauthorized track. On the condition that a train is moving out of
line specifically demonstrates a safe working failure mode.
Human error-related SPADs are caused by miscalculation of sustained attention
namely: errors of commission (e.g. an inattentive train driver going through a
red signal in a station) or errors of omission (e.g. a train driver who brakes later
than intended).
Sustained long-term attention of the train driver decreases the risk of

disturbances and hazards. SPAD errors are often associated with distraction
while performing duties and responsibilities.
In 2014, there was an incident at MRT-3 which injured eight passengers. It was
reported that a train’s protection system activated the emergency brakes at

Guadalupe station when the train driver had accelerated despite the red-light
status.
10.2.1.2. Failure to Observe Speed

Overspeeding on a curved railway causes some train derailment cases which
lead to massive casualties. With the continuous over speeding, particularly on
the sharp- curved tracks, the risk of train derailment also increases.
Figure 11. A Spanish Train Derails on a Curve Track Due to Over-speeding (Vizoso,
2018)
One example is the Spanish rail crash in July 2013 (Figure 11.) where a train
accelerated instead of slowing down on a curved track. A total of 80 passengers
were killed in what is considered as Europe’s worst rail crash this century.
According to the investigation, the train driver was using a mobile phone,
moments before the crash (Dawber, 2015).
10.2.1.3. Human Error in Railway Operations Control

Train dispatching is both an intricate and challenging task. The capability of the
controllers to supervise train movement, estimate delays, address several
demands on track, and rapid decision-making determines the successful
completion of this task. Train dispatching requires full attention and
communication demands which makes it more complex. Also, there will be times
that the controller may be required to manage multiple activities in different
areas of specialization.

Task complexity and cognitive demands may vary between railway networks,
depending on the different types of rolling stock, infrastructure, and signaling
systems of the network. For example, many European and Asian underground
metro railways utilize only one kind of rolling stock in a network and the
signaling system remains the same throughout the network. In other places, the
tracks are shared between suburban, intercity, local, and freight trains. This kind
of diversity increases complexity. The greater the complexity of the railway
system, the greater cognitive demand is needed for the controller operating the
system.
Extensive working hours cause exhaustion (Figure 12), leading to insufficient

awareness and focus on the situation. As a result, a higher chance of human
failure may occur and may cause failure to follow the procedures effectively.
Figure 12. Progressive Fatigue
It is recognized that workload is a factor that contributes to the likelihood of

human error. A high workload can reduce a controller’s ability to perform
certain operations successfully, efficiently, and on time. Cognitive workload also
increases during periods of degraded operations.
10.2.2. System Failure

Accident investigations show that asset failures like track defects, train
mechanical failure, other systems failure, and inadequate maintenance of
equipment remain one of the biggest causes of railway operation accidents.

The major cause of track defects is poor maintenance that leads to rail fractures
(Kumar, 2011). While small damage on the rail may not be alarming enough, but
a serious fracture that can cause separation of the track can induce derailment of
trains. Aside from rail fracture, track problems also include gauge spread due to
sleeper failure and fault in the geometry of the track components.
For the other safety systems, serious injuries and even fatalities can happen if
these break down. A collision of a train with another train happens when the
train driver misses a rail signal, or when a train’s brakes malfunction which will
likely cause a derailment. Accidents may happen when there is an obstruction on
the level crossing system for a driver will be unaware of what is coming their
way.
10.2.3. Passenger Behavior

Several railway accidents were caused by the behavior of passengers. Sad to say,
passengers are sometimes negligent and are not considerate whether their
actions are safe or appropriate. Passengers that are highly susceptive to
accidents are those:
 Wearing high-heeled shoes;
 Carrying heavy items;
 Exhibiting effects of alcohol and/or drugs;
 Using gadgets and other devices;
 Displaying disturbing attitudes and actions; and
 Neglecting safety and security measures.
Therefore, understanding passenger behavior is essential as it can help the
railway operations personnel to avoid accidents.
10.2.4. Unsafe Conditions in Stations

Unsafe conditions refer to the physical or chemical property of a material,
machine, or the environment which can likely instigate damage and injury to
people or property, interference to operations, or other losses (Occupational
Safety and Health Center, n.d.).

The common hazards in train stations are slipping, tripping, and falling mainly
on the stairs and escalators. Moreover, the spaces between the train and the
platform (Figure 13) when passengers are boarding or alighting sometimes
cause accidents. The safety of train staff and passengers and proper
management of overly-crowded stations can cause concerns. The efforts to
address these risks vary from well-planned station designs, clear signage, and
installment of CCTV to thorough staff training, coordination with security
services, and enhanced technological innovations like the use of platform doors.
Figure 13. A Passenger Fell in the Gap Between the Train and the Platform
(Platform Gap Filler, 2016)
10.3. Railway Operations Emergency Management

Emergencies can occur anywhere and at any time. Hence, it is important to be
prepared and be ready when it comes. In most emergencies, whether they are
natural kind or man-made emergencies, successful evacuations, rescues, and
quick responses can mean the difference between life and death. Thus, in an
emergency, every second count.
In preparation for rail disasters, it is crucial to have an efficient, timely, and

systematic emergency response service. Consequently, railway operators are
venturing into modern technologies and communication services which would
augment their emergency procedures. Furthermore, with the guidance and
command of the OCC, it is necessary to take the safest course of action when
managing railway emergencies.

The following are the different railway situations where effective emergency
procedures are necessary to save lives:
10.3.1. Man-made Emergencies

Man-made accidents refer to emergencies caused by humans, and failure of the
man-made system.
10.3.1.1. Fire Accident

Every passenger train has different fire hazards depending on the kind of train
and operating conditions. If a train catches fire in an elevated or at-grade section,
it is less difficult to perform evacuation procedures. However, it is now
recognized that the consequences of a fire on a train inside the tunnel are much
more serious. Therefore, a more complex way of dealing with the situation is
necessary.
Standards are being applied when it comes to fire accident management

especially for railway systems with tunnels and underground stations.
According to Japan International Cooperation Agency (2010), the following are
the standards being applied in different railway systems:
10.3.1.2. National Fire Protection Association (NFPA) 130

NFPA is an international nonprofit organization founded in 1896, aiming to
eradicate casualties, property damage, and economic loss caused by fire,
electric, and other related hazards.
Meanwhile, NFPA 130 is the basis for Fixed Guideway Transit and Passenger Rail
Systems. It sustains fire protection and monitors life-safety requirements needed
in the underground, surface, and elevated fixed guideway and rail systems.
Besides, it is well established in a place with no available background on fire
fighting and railway system management.
10.3.1.3. Japanese Standards

In the early years, Japan’s railway systems administration for fire hazards in the
tunnels and underground stations was established. As such, it has been amended
amidst the current tragic fires globally. The history of the Japanese standard is
as follows: After the fire incident that happened at the Kamiya-Cho station of

Hibiya line in 1968 with 11 persons injured, the safety operation for railway
organizations and tunnels was taken into careful consideration. -The use of non-
combustible equipment for station structure and rolling stock had been well
recognized after the incident.
In 2003, 197 persons were killed and 148 persons were injured in the tragic fire
accident, which happened in the metro of South Korea. This tragedy heavily
affected all the metro operators across the globe, including Japan. They carefully
reviewed and restudied the standard of fire safety management with regard to
the fire accident in South Korea.
10.3.1.4. Installation of Cross Passage and Intermediate Shaft

The NFPA 130 amends the 762-meters utmost distance in between stations. In
an instance that the interval goes beyond the limit, a need for an intermediate
evacuation shaft (Figure 14) at intervals of 244 meters for the passage from/to
the ground level or cross passages must be installed to provide evacuation for
passengers. However, considering the costly construction of the intermediate
shaft, it is not realistically possible to construct it only as a passenger evacuation
except if the distance between stations is far from each other.
Figure 14. NFPA 130 Intermediate Shaft Requirement (JICA, 2010)
NFPA 130 will amend the installation of the cross passages (Figure 15) at a
distance of 244 meters in between stations if the interval exceeds 762 meters
and an intermediate shaft has not been installed. It is essential to separate the

fabricated segmental lining of the main tunnel, dig the ground, and create lining
using small equipment to successfully build cross passages.
Figure 15. Cross Passage Between Tunnels (JICA, 2010)
The cross passages in between tunnels for passenger evacuation are built in
countries where NFPA 130 is closely observed. Some of these countries are USA,
India, Singapore, and many more. Hence, the existing railway systems in Europe
and Russia do not use cross passages. It is also not common in Japan. In some
instances, intermediate shafts are installed for ventilation. .
10.3.1.5. Evacuation Time of NFPA 130

The evacuation time validates the security of the passengers in a station. The
approved evacuation time authorized by NFPA 130 is as follows:
● There should be appropriate exit lanes for the evacuation of the

passengers from station platforms in four minutes or less and
● The station design should promote efficient evacuation from the
farthest part of the platform to a safe point in six minutes or less.
10.3.1.6. Japanese Standard on Evacuation Time

Ensuring passengers’ safety evacuation is the most crucial element of fire safety
management. The welfare of the passenger is assessed whether or not the
passengers are able to evacuate to a safe zone with less influence of smoke. As
the origin of the fire is distinctive, the fire loads are classified into two types

specifically; normal fire and arsonous fire. Based upon the different types of fire,
the evacuation of the passenger is ascertained as follows:
10.3.1.7. Fire Load in Case of Normal Fire

It is presumed that a normal fire is caused by the motor or other auxiliary
equipment under the floor of rolling stock, and a fire that started from the small
stores inside the station. In general, a normal fire has minor effects at the start of
the fire as its temperature is low and it gradually increases during the flashover
(Figure 16). Since the time is enough until a flashover takes place, the smoke
from a normal fire disperses evenly. As a result, the priority of safety evacuation
is to ensure passenger’s visibility more than the smoke inhalation.
Figure 16. Normal fire load model (JICA, 2010)
10.3.1.8. Fire Load in Case of Fire by Arson with Fuel

There is a difference between a normal fire and a fire caused by fuel like gasoline
or kerosene. Compared with the normal fire, the arson fire with fuel is stronger,
steadier from the start, and with higher smoke temperature (Figure 17). The
smoke first crawls as layers in the ceiling and then drops to the floor.
Accordingly, the descending speed of smoke layers from the ceiling is the key
element of assessing the impact of the arson fire. To ensure the safety of the
passengers, it is essential to secure the space for evacuation. It is recommended
to be at least two meters above the smoke stratification of the floor (Figure 18).

Figure 17. Fire Load Model by Arson with Fuel (JICA, 2010)
Figure 18. Prescribed Space for Evacuation in the Event of an Arsonous Fire
(JICA,2010)
10.3.1.9. Use of Non-combustible Material

Both structural and the interior finish have complementary functions. The
interior finish covers the surface of the structural material in stations. The
structural materials such as the wall, beam, slab, column, and stairs, and interior
finish of a station and tunnel should be non-combustible to avoid accident and
fire dispersal. During a normal fire, the non-combustible materials should
withstand the following conditions for 20 minutes:
● It must not burn.
● It must not form any deformation, melting, and breakage which
are considered dangerous.
● It must not emit high-risk smoke and toxic gas.

The non-combustible components that passed these conditions are concrete,

steel, iron, ceramic tile, aluminum, metal board, glass, brick, and others.
10.3.1.10. Fire Compartment for Substation, Power Distribution, and

Machine Room
The substation, power distribution room, machine, and electric room should be
secured by the fire compartment to avoid fire dispersal and to prevent
unprecedented fire accidents due to the failure of the equipment. A fire
compartment is a part inside a station that is enclosed in a fire-resistant
framework made of non-combustible components. Normally, it has an automatic
fire-resistant door that functions in the occurrence of fire incidents.
10.3.1.11. Side Walkway in Tunnel

There are instances of a power failure that causes a train to halt inside a tunnel.
During these situations, the passengers must alight from the train and walk to
the nearest station. In the event that a train catches fire inside a tunnel, the
immediate action is to drive to the following station. Then, a timely evacuation of
the passengers will be enforced. Many countries install their exit points at the
end of the train car. Hence, in times of emergency, passengers are required to
alight the train through the side door. Therefore, it is necessary to construct the
side walkway and the floor of similar height to prevent risk and accidents when
passengers are getting off the train.
10.3.1.12. Train Operation in Cases of Emergency

The initial standard of train management in Japan when a train catches fire in an
underground railway is to immediately drive to the following station to
extinguish the fire and administer safety evacuation of the passengers (Figure
19). As soon as the train driver reports the fire to the OCC, the officer in the OCC
control will instruct the train in front to move to the next station. By doing so, the
train on fire can drive towards the platform to extinguish the fire, administer fire
management operations, and rescue the passengers. Trains running on the
opposite track will be advised to stop at the nearest station for safety purposes.

Figure 19. Fundamentals of Train Management in Case of Fire (JICA, 2010)
10.3.1.13. Ventilation Operation in Case of Fire

During normal operation, the longitudinal ventilation system for tunnel
ventilation is applied (Figure 20). In the case of a fire emergency on a concourse
section, the smoke shall be dissipated in the ventilation system (Figure 20).
When an arsonous fire on the rolling stock occurs, the Platform Screen Door’s
(PSD) portal will disperse the smoke to the platform to prevent the smoke from
spreading in the tracks. Afterward, the platform’s ventilation system will exhaust
the smoke in the platform and the fire by arson on rolling stock (Figure 21).
Figure 20. Normal Operation of Ventilation System (JICA, 2010)

Figure 21. Smoke Exhaust for Fire in the Concourse (JICA, 2010)
Meanwhile, when a normal fire happens, it will occur beneath the floor of the
rolling stock. The PSD will enclose the smoke and diffuse it on the track of the
station. (Figure 22).
Figure 22. Smoke Exhaust on the Platform (JICA, 2010)

Figure 23. Ventilation Operation for Normal Fire on Rolling Stock (JICA, 2010)
10.3.1.14. General Fire Emergency Procedures in the Philippines

Table 3. Important Tasks During a Fire Emergency on a Train Inside the Station
In case of a fire emergency, the goal of every railway operator is to minimize the
risk to life and property. In train operations, the key personnel should be well-
trained in dealing with this kind of emergency. These include the OCC controller,
train driver, station supervisor, and the safety and security unit (SSU). If a fire
occurs in a train inside the station, Table 4 details the tasks of every personnel in
managing the emergency.

If the fire occurs when the train is in between stations, the tasks of every
concerned railway personnel are described in Table 4.
Table 4. Important Tasks During a Fire Emergency of a Train in Between Stations
10.3.1.15. Terrorist Attack

Prominent terrorist attacks that happened on the railway organization in
London, Mumbai, and in the Philippines (Figure 24) demonstrate an alarming
threat to railway transportation. In Metro Manila, a great number of passengers
are using railway transportation. Due to the need for a convenient mode of
transportation, managing the railway system is a challenging task for railway
operators. While no one can guarantee absolute security, experts are also careful
of maximum security measures, which are considered to possibly obstruct the
transportation system with no guarantee of absolute safety.

Figure 24. LRT1 Bombing (Cahiles, 2019)
In an attempt to balance security and accessibility, rail companies have taken

measured precautions to help prevent attacks. Railway companies have
prepared maximum safety measures to avoid attacks in aiming to stabilize
security and accessibility. Furthermore, in compliance with the Office of
Transportation Security Memorandum Circular 002-19, the National Land
Transportation Security Program standardizes all security protocols in the land
transportation system. To establish safety in railway transportation, several
protocols are implemented. Passengers are required to go on a random baggage
search (Figure 25), installation of advanced video surveillance, removal of trash
cans to prevent hiding of bombs, and persuading people to report any suspicious
activity. Although these measures promote safety for the passengers, they cannot
determine when a terrorist attack may happen.
Figure 25. Security Scanner at MRT3 Station (DPauromINQ, 2017)

Due to being prone to attacks, rail companies are enhancing their preparedness
for emergencies to prevent serious risks from an attack. The undertaking
involves emergency management, hiring and training emergency staff, and
investing in emergency equipment. Through mitigation of possible effects of a
terrorist attack, experts suggest that rail companies can repress terrorists by
targeting them.
10.3.1.16. General Emergency Procedures on Railway Terrorist

Attack
In the event of an explosion in the train or the station, the tasks of every
concerned railway personnel are described in Table 16.
Table 5. Tasks of Railway Personnel During a Terrorist Attack
10.3.1.17. Derailment
A derailment happens when a train goes off the track but does not necessarily
mean that it is detached from the rails. Irrespective of the impact of derailments,
the majority of the outcomes lead to temporary disturbance of the train service
that is dangerous for the passengers. The common causes of a train derailment
are collision, a mechanical failure like severed rail and broken train wheels,
negligence of safety signals, or overspeeding on a curved track.

The following shows some of the typical derailment accidents in the world:
1. Overspeeding
On May 12, 2015, when the Amtrak’s 188 train was traveling from Washington to
New York, a grave derailment accident happened (Figure 26). The seven train
cars were derailed, which led to seven deaths and 200 estimated injured people.
According to the US Railway Bureau, the accident occurred because the train was
running 100 mph exceeding the 50 mph limit.
Figure 26. AMTRAK Train Derailed Causing 7 Passengers to Die. (Gonzales, 2017)
The T195 train from Beijing heading to Qingdao incurred a serious accident due
to overspeeding on April 28, 2008 (Figure 27). The nine train cars derailed,
causing a collision with another train which killed 72 people and injured 416.
The main reason for the said accident is the overspeeding of the train which
traveled 51 km/h exceeding the speed restriction. Based on the investigation, it
is said that the train driver did not notice the temporary speed signal situated
along the rail.

Figure 27. Train Crash Killed 70 People in China. (Chang, 2008)
2. Collision with Another Object

The French National Railway experienced the most tragic accident in the past 25
years when a train traveling from Paris to Limoges derailed resulting in six
casualties and injuring 30 people. It is found out that a piece of track joint splint
that fell on the rail caused the accident.
Figure 28. A French Train Derailed and Killed 6 People

(Vandoorne and Smith-Spark, 2013)

3. Rail Component Failure

On April 29, 2015, a train of Philippine National Railways derailed between EDSA
and Nichols stations (Figure 29). According to investigators, at least 50 people
were injured in the incident. The derailment is caused by pilferage of the rail’s
fastening system. Residents in the area allegedly steal track materials.
Figure 29. PNR Train Derailment (Batallones, 2015)
10.3.1.18. General Emergency Procedures on Derailment

Table 6 shows the tasks of the concerned railway personnel during a derailment
accident.
Table 6 Tasks of Railway Personnel During a Derailment

10.3.1.19. Obstacle on the Track

The railway systems are prone to clash and derailment attributed to the
obstructions on the track particularly if it is not secured. The trains are not able
to steer around obstructions easily as they are bounded on the tracks. The only
way for them to prevent hazards is to stop the train. The accidents due to the
obstacles on the tracks frequently result in casualties to passengers.
There are many cases of collisions due to an obstacle. In the Philippines,

accidents like these mostly occurred in the level crossings of the Philippine
National Railways. One notable accident was in 2017 when an ambulance was
rammed by a PNR train in Blumentritt, Manila. According to the investigators,
the ambulance got stuck along the rail tracks because of traffic in the area. Five
persons, including a pregnant woman, were injured and were rushed to a nearby
hospital.
Figure 30. An Ambulance was Hit by a PNR Train (Galupo, 2017)
The need to install safety precautions has become an evident necessity in

modern railway systems. This is to prevent accidents caused by obstacle
collisions, either fixed or mobile. Traditionally, like in the Philippine National
Railways, barriers and traffic signals in level crossings are utilized. However,
there is always a risk when people do not obey signals or an unexpected
situation results to unwanted presence of people or vehicles in the train’s
passageway. To address this limitation, different kinds of modern obstacle
detection systems are utilized in some countries. Some obstacle detection

systems use thermal imaging or infrared cameras in level crossing, laser

scanners installed on the trackside, and detection cameras installed on the train.
10.3.1.20. General Emergency Procedures on a Detected Obstacle on

the Track
Table 7 shows the tasks of concerned railway personnel when an obstacle is
detected on the track.
Table 7. Tasks of Railway Personnel During a Detected Obstacle on the Track
10.3.1.21. Passenger Self-evacuation

Self-evacuation poses a major safety risk to passengers. There is a high risk of
electrocution or being hit by a moving train. There are some factors on why
passengers self-evacuate when a train stopped at the interstation. These are
onboard conditions, and train driver’s communication.
10.3.1.22. On-Board Conditions

Ambient temperature issues are most likely to occur in electrically powered
trains where Heating, Ventilation, and Air Conditioning (HVAC) systems are
reliant on power being drawn from the overhead line or third rail. Once power is
lost, onboard batteries provide power to internal systems. However, to conserve
battery levels, load shedding often occurs (where systems are turned off to
conserve power). As a result, HVAC systems stop working when a train becomes
stranded.

In a study entitled “Understanding and Preventing Passenger Self-evacuation

from Trains”, Wai (2019) discussed research regarding the conditions within a
stranded train without power and when the conditions become intolerable to
passengers. The research came to the following conclusions:
● Conditions within a car with limited passive ventilation and full-seated
load are expected to deteriorate to intolerable levels within 30 minutes to
an hour if the car becomes stationary under direct sunlight and with no
ventilation.
● Conditions become intolerable faster in crushed loaded conditions but
may still be tolerable if windows and doors are left open.
● Conditions may deteriorate even faster if the train has been under direct
sunlight before entering service (potentially within 15 minutes).
● Opening the car's doors may result in conditions being tolerable for
longer but has safety implications.
10.3.1.23. Train Driver’s Communication

When trains are stranded, information dissemination is crucial for the
passengers. In the same study Wai (2019), discussed regarding effective on-train
announcements. The following are recommended guidelines to reduce the risk
of passenger self-evacuation:
 Communication via announcements should be relevant and concise.
Passengers should be able to understand the message easily.
 Information communicated should be relevant and accurate to uphold
passenger trust in the train driver.
 Announcements should be sympathetic toward the passenger.
 Communication should be regular, with updates no more than five minutes
apart, even if there are no developments.
 Communication should be delivered “live” and should not be a pre-recorded
message.
10.3.1.24. General Emergency Procedures on Passenger Self-

evacuation
Table 8 shows the tasks of every railway personnel during a passenger self-
evacuation.

Table 8. Tasks of Railway Personnel During a Passenger Self-evacuation
10.3.2. Natural Emergency

AA natural emergency takes place when nature creates a disastrous event that
greatly affects train operations. These calamities challenge the train companies’
emergency preparedness. The urgency of these incidents need not a mere
theoretical procedure but demands definite emergency plans.
10.3.2.1. Earthquake
Because of the country’s location on the Pacific Ring of Fire, the Philippines is
prone to earthquakes caused by the movement of tectonic plates. Since 1645,
the government’s agency, Philippine Institute of Volcanology and Seismology
(PHIVOLCS) has recorded ten destructive earthquakes with a magnitude of 6.5
and above (Table 9).
Table 9. Top 10 Strongest Earthquakes in the Philippines

One of the earthquakes recorded is the July 16, 1990 earthquake which resulted
in numerous injuries and an estimated 1,100 fatalities. The seismicity or the
geographic and historical distribution of earthquake events is all over the
country except in the Palawan region.
Earthquakes are one of the most destructive natural calamities ever known. A
strong earthquake can affect residents near the epicenter but can also reach the
residents living far from it. Hence, the destruction of the railway systems caused
by a strong earthquake is highly possible. Damage to the system can be
categorized by ground failure, faulting, vibration damage, and tsunamis.
Ground failure – natural phenomenon such as landslides, lateral spreads, and

ground cracks are the main reason of earthquake damage to railway systems.
During a strong shaking of the ground, the land surface may lose its grip which
may result in railway accidents that are mounted in the ground. Ground failure
also can dislodge rock and debris on steep slopes, causing rockfalls, avalanches,
and earth slides. The dislodged particles that are blocking the highways and
railways may cause traffic and delays for hours or days.
Faulting – at times, surface faulting due to an earthquake, goes through railroads

and highways. When this happens, the roadbed may shift in the horizontal or
vertical plane or both. Railroad buckling as presented in (Figure 31) sometimes
results from ground shortening where thrust faulting occurs, and distortion can
result from drag rebound or closely spaced fractures.
Figure 31. Buckled Rail Track (Sohail, 2017)

Vibration - one of the most common effects of an earthquake on railway

transportation especially in urban areas where debris from earthquake-damaged
buildings falls on structures. The buildings’ columns and supports cannot
withstand lateral or vertical movement during the strong shaking causing them
to collapse.
Tsunamis – another hazard that is considered disruptive to railroads is brought

about by tsunamis or tidal waves. A huge tsunami can wash down rails around
an ocean shore which can disturb railway transportation.
Seismic activity that reaches the regulation limit indicates an increased risk of
infrastructure collapse. Railway operators depend on the limits of the
magnitude of the earthquake which is measured by the Richter scale and
determined by the government’s agency tasked with monitoring volcano,
earthquake, and tsunami activity.
Table 10. Tasks of Railway Personnel During an Earthquake

During an earthquake, it is a general procedure from the OCC to instruct train

drivers to stop at the nearest station. Assessment of damages to the system shall
then be requested from the Safety and Security Unit (SSU) and station
supervisors. When all information has been gathered, the OCC will base their
actions depending on the level of seismic activity. The levels of seismic activity
and the tasks of every railway personnel during an earthquake is shown in
(Table 10).
10.3.2.2. Volcanic Ash Fall

Railway systems can be damaged because of volcanic ash fall due to poor
visibility, mechanical impacts, and health hazards to staff and passengers.
Moving trains will also stir up fallen ash, which can affect train operations.
Volcanic ash fall can have an impact on the following:
● Fine ash can penetrate train components and cause increased wear on all
moving parts and blockage of air filters.
● Poor visibility of the train drivers.
● Track turnouts may be clogged by fallen ash.
● Fallen ash on rail track may affect the adhesion of wheels.
● Electric-powered trains may go through a flashover or short-circuiting on the
overhead lines following ash accumulation and light rain.
● Electronic signal equipment may also experience flashover of signal
equipment.
The abovementioned impacts may result in delays or temporary shutdown of

train operations. Table 11 shows the tasks of every railway personnel during a
volcanic ash fall.
Table 11. Tasks of Railway Personnel During a Volcanic Ash Fall

10.3.2.3. Medical Emergency

Most railway systems have medical units in train stations that can attend to
passengers in the event of an emergency. First aid boxes are provided on the
trains as well as stations to address small issues. Furthermore, railway staff like
security personnel are trained in first aid to have lifesaving skills. They are
required to render emergency assistance until the arrival of medical personnel.
Table 12 shows the tasks of every railway personnel during a medical
emergency.
Table 12. Tasks of Railway Personnel During a Medical Emergency
10.4. Emergency Preparedness

The importance of being prepared for emergencies is universal. It can happen
anywhere and at any time, and everyone must take action to be ready in case
something unexpected happens. During an emergency situation, railway
operators should be able to immediately and effectively manage the situation.
For railway systems, there must be an organized mobilization of personnel,
funds, equipment, and supplies within a safe environment. One of the effective
ways to be prepared in such situations is to train employees especially train
drivers and station staff. Training the employees beforehand to prepare for such
emergencies can mean the difference between life and death. The railway
personnel should be well trained to properly manage emergencies in
preparation for a real-life situation. It is also important that regular training
shall be given not only to the security personnel but also to all the railway
operations staff. As they are well prepared in such emergencies, it encourages
them to face dangerous situations with confidence. Training also helps the

employees to follow emergency plans which reduce the incidence of injuries and
fatalities and also reduce damage to buildings, facilities, and other properties.
The training should focus on emergency procedures, equipment, and systems.

Every railway operations personnel should have basic orientation and
understanding of the significance of incident reporting, functions and uses of life-
saving equipment, the conduct of drills, and evacuation procedures.
10.4.1. Incident Reporting

The prompt reporting of the train driver or operations personnel is vital to the
management of an emergency. All observations, unusual situations, near-miss
incidents should be reported and documented. Therefore, they should be trained
on the proper procedures of incident reporting such as accurate assessment of
the situation and then notifying the OCC as quickly as possible. In addition, the
train driver or operations personnel shall also inform the passengers about the
nature of the emergency and include what corrective countermeasures are in
progress.
10.4.2. Location and Use of the Emergency Equipment

Emergency equipment should be directly accessible. It should be located in well-
marked and identified areas and should be adequate to permit all personnel to
cope safely with the emergency. All railway operations personnel are required
to know the locations of all emergency equipment in their station of assignment
and how to properly use them.
In the event of life-threatening emergencies inside the train, cars are equipped
with different life-saving devices and equipment such as emergency exit handles,
emergency intercom or signal to driver, fire protection system, and others.
Passenger-activated emergency exits are intended to permit passengers to self-
evacuate to areas of relative safety with or without the assistance of a train
driver. Figure 32 shows the emergency switch box of an MRT3 train which has a
signal to driver button and an emergency door lever to be used during an
evacuation.

Figure 32. MRT3 Train Emergency Door Box (SYSTRA, n.d.)
Another essential piece of emergency equipment is the fire extinguisher. It

should be located in an easily visible and accessible place. It shall not be placed
in enclosed compartments. Adequate fire-fighting training should be given to
the operations staff to be effective in using it.
10.4.3. Conduct of Drills

Preparation is the key to an effective response to emergencies. Drills help
prepare employees to respond quickly, calmly, and safely. In an article about
safety management, Kilbourne (2010) mentioned a statement from the
Occupational Safety and Health Administration (OSHA) of the US Department of
Labor that: “It is a good idea to hold practice drills as often as necessary to keep
employees prepared. Include outside resources such as fire and police
departments when possible. After each drill, gather management and employees
to evaluate the effectiveness of the drill. Identify the strengths and weaknesses
of your plan and work to improve it.”
The objectives of drills include:
● allowing employees to practice emergency procedures in a simulated but
safe environment;
● determining if employees understand and can carry out emergency
duties; and
● evaluating the effectiveness of evacuation procedures and determining
necessary changes or adjustments to procedures to improve performance.

Employees probably prefer announced drills, and it might be easier for officials
to plan for the event and minimize workflow disruption. But unannounced drills
more accurately measure evacuation readiness in most cases. Practical
emergency drills for railway operations personnel may also be conducted
through the capacity development training conducted by the Philippine Railways
Institute.
10.4.4. Emergency Response Procedures

Train operations employees must be knowledgeable in handling an emergency.
They should be familiar on how to use the alarm, identify when an alarm is
activated to notify emergency responders and know what to do for each alarm
type. They must be familiar with evacuation routes and exits. Knowing what to
do in case of emergency can potentially help in saving lives and preventing
damages to properties.
Summary
In railway operations, two types of emergencies can occur. These are man-made
and natural emergencies. Examples of man-made emergencies are fire, terrorist
attack, derailment, and the self-evacuation of passengers. On the other hand,
natural emergencies include earthquakes, volcanic ashfall, and medical
emergencies. Railway operations personnel should understand each type of
emergency to have a better understanding on how to prepare for its occurrence.
There are several causes of railway operations emergencies. Some of these are
human error, system failure, passenger behavior, and unsafe conditions in
stations. Effective implementation of operational emergency procedures by
operations personnel can help save lives.
To have an effective implementation of emergency procedures, regular training

should be provided to railway operations personnel to prepare them for future
emergencies.

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Public Information System
Unit 11: Public Information System

Introduction
Communication is crucial, steady, and particular in railway transportation.

According to studies, a highly efficient and reliable communication system
increases railway operations' stability and reliability.
The Operations Control Center (OCC) needs to communicate with the train
drivers to regulate the train traffic and signal that a train may leave the station.
They also need to coordinate with the station supervisors to convey information
during accidents and incidents or special trains running in the mainline.
Railway operation personnel should maintain constant communication should

be maintained between the railway operations personnel and passengers. If
communication with the personnel and passengers does not exist, accidents or
incidents might happen.
Figure 1. Public Information System
The Public Information System (PI System) is the communication system used by
railway operations personnel. PI system allows information to deliver a large
number of people in a large area. As shown in Figure 1, this public information
system is used by the railway operations personnel to encourage the passengers
inside the train and the station to act appropriately to ensure their safety and
security.

Railway operations personnel must understand that to ensure that passengers

are safe while inside the train and station platforms, they must provide an
efficient and effective public information system.

 Recognize the importance of an effective public information system of
railway operations;
 Identify the scenarios where information must be provided to the
passengers;
 Recognize the ways and information needed by the passengers; and
 Demonstrate the strategies to provide pronouncements to the passengers
successfully.
11.1. Effective Public Information System

In railway transportation, a public information system is used to announce and
inform passengers that they can easily hear and understand. These can be given
either in a verbal or written mode so that information can be understood by all
passengers, even persons with disabilities. Verbal announcements or Public
Address (PA) System was usually delivered using a microphone or megaphone.
These are commonly used by the train drivers, as shown in Figure 2, station
supervisors, and security personnel, as shown in Figure 3. Information can be
heard by the passengers inside the train and station.
Figure 2. Train Driver giving Public Address inside

the Train (Tokyo Metro, Japan)

Figure 3. Security Personnel Giving

Public Address in the Station
On the other hand, written announcements were usually posted on the LCD
screens, as shown in Figure 4, in the overhead panels, or even on the floor of
trains and stations, as shown in Figure 5. This written information is beneficial
so that information can be delivered and understood even those passengers with
hearing difficulties.
Figure 4. Written Information inside the Train

Figure 5. Written Information at the Floor of Station
Railway operations personnel can identify that the public information system is
efficient and effective if:
 The message was heard and understood by the passengers;
 The contents and expression of the announcements are consistent to all the
personnel who are providing statements;
 Information was delivered to the passengers promptly;
 Safety and security of the passengers were maintained;
 Movement and flow of the passengers were managed; and
 Passengers obtained a desirable behavior.
11.2. Passenger Flow and Traffic Information

Providing a public information system is vital to maintain smooth passenger flow
and traffic information, reducing accidents inside the train and on the platform.
To give useful general information, railway operations personnel should know
and practice giving information during regular operations and emergencies.
11.2.1. Normal Operation

According to Johnson & Shea (n.d.), regular operation describes how the railway
was designed to operate, including peak periods and rush hours. The routine
process ensues no severe weather, delays on train arrivals, or unforeseen
scenarios. In typical operation, public information can be done by providing
announcements and report to the passengers while they are:
1. Inside the train
2. Inside the station

11.2.1.1. Inside the Train

The announcement and information should be delivered on or before passengers
board the train to ensure a smooth operation. This information will help the
passengers to act and behave accordingly and to ensure their safety and security.
There should be constant communication to the passengers about the following:
a. As the train leaves the station
b. As the train approached the next station
c. As the train arrives at the station
d. Safety and security reminders
e. Courtesy to other passengers
A. As the Train Leaves the Station

Passengers inside the train should know what the next station is. To ensure the
safety and security of the passengers, railway operations personnel must
announce the following as the train leaves the station:
 Information on the name of the next station, as shown in Figure 6.
 Information whether the passengers can transfer to another railway line
Figure 6. Information of the Name of the Next Station

(Tokyo Metro, Japan)
The announcement as such is necessary to the passengers who will get off to
the next station. Passengers could prepare themselves to alight the train.
Passengers who are using mobile gadgets can immediately keep it to their
bag, wakes up passengers who may have fallen asleep, or passengers in the

middle part of the train can already walk near the train doors. If there is a
transfer to other lines at the next station, it should be announced a moment
after the train leaves the station, as shown in Figure 7.
Next station is Doroteo Jose

Station, passengers can transfer
to LRT-2 in this station.
Figure 7. Information that Passengers can Transfer

to Other Railway Lines
Exercise:
On a separate sheet of paper, write an example of an announcement to inform
the passengers that the train will leave the station.
B. As the Train Approaches the Next Station

Passengers inside the trains should know that they are already approaching
the station. To maintain and manage the smooth flow of operations, railway
operations personnel must announce the following as the train comes to the
station:
 Information that the train is approaching the next station.
 Information on which side of the door will open, as shown in Figure 8.

Arriving at Shaw Boulevard

Station, the door will open on
the right side.
Figure 8. Information on which Side the Train Door will Open
Announcements like these are needed, particularly during rush hours, so

passengers who will descend on that station can already walk near the door
and prevent accidents from happening, such as running or rushing to get off
the train. This information will also be beneficial to infrequent passengers
who are not familiar with rail service. Announcing that the train is already
approaching the station is also needed to prevent passengers from leaning on
train doors to move away from the train doors and prevent accidents like
falling. Furthermore, passengers are advised to hold to safety handrails or
strap inside the train to avoid injury in case of sudden stops or breaks.
Exercise:
On a separate sheet of paper, write an announcement informing the
passengers that the train is about to arrive at the station.
C. As the Train Arrives at the Station

The passengers inside the train should be informed that their train has
arrived at the station. To ensure and maintain the smooth flow of passengers
in the train, railway operations personnel must announce the following as the
train arrives at the station:

 The name of the station must be reiterated.

 At the last station, the passengers must be informed, as shown in Figure
9.
 Information about minding the belongings of the passengers, as shown in
Figure 10.
Arriving at Recto Station. This is

the last station, and all
passengers must alight the train.
Figure 9. Information that the Station is the Last Station
Make sure your belongings are

with you when you alight the
train.
Figure 10. Reminding Passengers to Mind Their Belongings
Announcements like these are needed and beneficial to infrequent

passengers who are not familiar with rail service. The PI System can also
remind the passengers of their belongings such as cards, tickets, gadgets, and

umbrellas (especially during rainy days when the passengers inside the train
forgot several umbrellas). Furthermore, informing the passengers that the
station is already the last and passengers will be given an idea that they must
alight the train.
Exercise:
On a separate sheet of paper, write an announcement informing the
passengers that they have arrived at the station.
D. Safety Reminder
Almost all passengers are at high risk of accidents. Thus, there is a need to
give information using a PI system to remind the passengers about their
safety.
Announcements for safety reminders include but not limited to:

 Refrain from leaning on the train doors.
 Be mindful of their belongings and be careful upon opening and closing
train doors, as shown in Figure 11.
 Hold on to safety handrails or straps.
Figure 11. Sticker to Alert the Passengers to be Careful

with the Opening of Train Doors (Tokyo Metro, Japan)
 Refrain from forcing the door to open or close.

 Refrain from touching the emergency button found on the door panel, as
shown in Figure 12.

To our passengers, please refrain

from touching the emergency
button found on the door panel.
Figure 12. Reminding Passengers to Avoid Touching

the Emergency Button
 Mind the platform gap while alighting the train, as shown in Figure 13.
 Smoking inside the station is prohibited.
 Avoid pushing other passengers when boarding or alighting the train.
 Refrain from running or horse-playing inside the train.
 Check their wallet, cellphone, and other personal belongings while inside
the train.
To our passengers, please be

mindful with the platform gap
when you alight the train.
Figure 13. Reminding Passengers to Mind the Platform Gap

Exercise:
On a separate sheet of paper, write an announcement reminding the
passengers inside the train about their safety.
E. Courtesy to other Passengers

All passengers must be reminded of appropriate behavior as commuters by
being respectful to others and following the guidelines of the train operation
through the public information system as part of the duties of operation
personnel to enforce policies and procedures.
Announcements to observe courtesy includes but not limited to:

 Give seats to senior citizens, pregnant people, passengers with children,
and passengers with disabilities, as shown in Figure 14.
 Proceed to the middle part of the train instead of blocking the doorway.
Figure 14. Sticker Posted Inside the Train for

Priority Seat (Japan)
 Avoid sitting on the train floors.

 Avoid eating or drinking inside the train, as shown in Figure 15.
To our passengers, please

refrain from eating or drinking
inside the train.
Figure 15. Reminding Passengers not to Eat and Drink Inside the Train
 Refrain from talking aloud, as shown in Figure 16.

 Avoid playing loud music or use earphone while listening to music
To our passengers, as a
courtesy to other passengers,
please avoid talking loudly.
Figure 16. Reminding Passengers to Avoid Talking Loudly
Exercise:
On a separate sheet of paper, write an example of an announcement to
remind the passengers inside the train to be courteous to other passengers.

11.2.1.2. Inside the Station

The Public information system should also be implemented inside the station.
The announcement would be beneficial to all passengers entering or exiting the
station. The railway operations personnel have to consider the contents and
timing of information. Information that is excessive, vague, or very loud might
cause complaints and confusion to the passengers. Constant communication to
the passengers about the following must be observed:
a. Train schedule
b. Station procedure
c. Safety and security reminders
d. Courtesy to other passengers
A. Train Schedule
Accidents on the station platform might be prevalent but can also be avoided if
passengers in the stations are well informed about the schedule and safety
operations.
Announcements for train schedule include but not limited to:

 Time of the arrival of the next train.
 Location of the next train.
 As the train is arriving at the station, as shown in Figure 17.
 As the train is leaving the station.
The train bound for Baclaran Station

is now arriving.
Figure 17. Informing Passengers that the Train

is Arriving at the Station

 When the arriving train will skip this station and stop at another station
instead, as shown in Figure 18.
 When a skip train will be available at the station.
 When the train is the last available train.
 When the arriving train is defective.
The arriving train is a skip train

and will not stop on this station.
Figure 18. Informing Passengers that the

Next Train is a Skip Train
The written public information system can be introduced inside the station, as
shown in Figure 19. It gives information regarding the next train such as
destination and time of the arrival. Moreover, this device also indicates if there
are delays or accidents in the mainline. Some of this information must be written
in several languages so tourists can understand the announcement.
Figure 19. Announcement Device in the platform

Exercise:
On a separate sheet of paper, write an announcement to inform the passenger of
the train schedule.

B. Station Procedure
All passengers must be informed of the station procedures and appropriate
behavior while entering or exiting the station.
Announcements for station procedures include but not limited to:

 Falling in line for security check and baggage inspection, as shown in
Figure 20.
To our passengers, please fall in

line for security check and
baggage inspection.
Figure 20. Informing Passengers to Fall in Line for Security Check

and Baggage Inspection
 Falling in line at the ticket counter and ticket vending machines.

 Falling in line at the automatic gates.
 Falling in line in front of the train door platform markers, as shown in
Figure 21.
 Boarding other train doors.
 Waiting and boarding other trains.
 Congesting the platform during rush hours to avoid blocking the way of
the passengers.
Dear passengers, please fall in

line in front of the designated
train door markers.
Figure 21. Informing Passengers to Fall in Line

in Front of Train Door Markers

Exercise:
the passengers of the station's procedures.
C. Safety and Security Reminders

Most passengers on the platform think that their actions are safe and socially
acceptable. But on the contrary, some of their activities are inappropriate. Thus,
railway operations personnel have to remind the passengers about their safety
through the public information system. The station supervisors and security
personnel usually provided the announcements.
Announcements for safety reminder inside the station include but not limited to:
 Refrain from walking at the edge of the platform
 Refrain from stepping on the safety platform edge marker, as shown in
Figure 22.
Dear passengers, please fall

refrain from standing or
walking on the safety
platform edge marker.
Figure 22. Informing Passengers to Avoid Standing or Walking

on the Safety Platform Edge Marker
 Avoid pushing other passengers when boarding the train.

 Avoid blocking the alighting passengers, as shown in Figure 23.
 Wait for the alighting passengers to leave the train first before the
boarding passengers enter the train.

To our passengers, please

avoid blocking the alighting
passengers
Figure 23. Informing Passengers to Avoid Blocking

the Alighting Passengers
 Refrain from running or horse-playing inside the station, as shown in

Figure 24.
 Smoking inside the station is prohibited.
 Avoid blocking the emergency routes and exits.
 Check their wallet, cellphone, and other personal belongings.
Please refrain from running or

horse-playing inside the station.
Figure 24. Informing Passengers to Avoid Running or

Horse-playing inside the Station
Exercise:
On a separate sheet of paper, write an example of an announcement to
remind the passengers on the station about their safety.

D. Courtesy to Other Passengers

Courtesy is the showing of politeness in one's attitude and behavior toward
others. Railway operations personnel can remind commuters to observe
courtesy using the public information systems.
Announcements for courtesy to other passengers inside the station include but
not limited to:
 Give priority to senior citizens, pregnant people, passengers with
children, and passengers with disabilities, as shown in Figure 25.
Please give priority to senior

citizens, pregnant, passengers
with children, and passengers
with disabilities
Figure 25. Informing Passengers to Give Priority

to Passengers with Special Needs
 Refrain from blocking areas near platform entrances.
 Avoid sitting on the floor of station platforms, as shown in Figure 26.
 Avoid eating or drinking inside the station.
To our passengers, as a courtesy to

other passengers, please avoid sitting
on the floors of station platforms.
Figure 26. Informing Passengers to Refrain from Sitting

on the Floors of Station Platforms

 Avoid talking loudly.

 Avoid playing sounds without using earphones.
 Avoid using your mobile phone and other electronic gadgets while
walking, as shown in Figure 27.
Dear passengers, please avoid using

your mobile phone and other
electronic gadgets while walking.
Figure 27. Informing Passengers to Avoid Using

Electronic Gadgets while Walking
Exercise:
On a separate sheet of paper, write an announcement to remind passengers to be
courteous to other passengers.
11.2.2. Accident or Emergency Situation

During emergencies, information to the passengers must be given to maintain a
smooth flow of operations. However, the details of this information were filtered
to avoid panic. These can be done during:
1. Train Delay
2. Provisionary Service
3. Stoppage of Operations
4. Emergency Situations
11.2.2.1. Train Delay

Train delays happen when there are disruptions on the regular train interval that
may cause congestion of passengers at the station. If there are train delays, the
public information system must be used by the railway operations personnel to
give clear, accurate, and useful information to help passengers plan their
journey, wherever they are.

Announcements about train delay including but not limited to:

 Information about the current situation, as shown in Figure 28.
 Reason for train delay, as shown in Figure 29.
 Time of arrival of the next possible train.
 Location of the next possible train, as shown in Figure 29.
To our passengers, we are

currently experiencing a
train delay.
Figure 28. Informing the Passengers about

the Current Situation
Dear passengers, the next train runs

about 5 minutes behind the schedule
due to customer congestion.
Currently it is in between Magallanes
and Ayala station.
Figure 29. Informing Passengers about the Reason of Train Delay

and Location of the Next Possible Train
 Availability of skip train.

 The estimated time when the regular operation resumes.
 Board in other train doors.
 Wait and board in the other trains.
 Actions to be done regarding train delay.
 Procedure in maintaining the smooth flow of passengers.
 Apologizing for the inconvenience, as shown in Figure 30.

To our passengers, we apologize

for the inconvenience. Please wait
for a while until the train arrives.
Figure 30. Apologizing to the Passengers about the Inconvenience
The written public information system must be displayed inside the station to
give information on the train delay and expected time of resumption of the
operation, as shown in Figure 31.
Figure 31. Announcement Device near the Automatic Gate

Exercise:
On a separate sheet of paper, write an announcement informing the passengers
of the train delay.
11.2.2.2. Provisionary Service

Provisionary service will occur if some parts of the railway lines are working, but
the other parts are in the stoppage of operation caused by system failures or
emergencies. If provisionary service occurs, the railway operations personnel
must use a public information system to give information to their passengers.

Announcements about provisionary service include but not limited to:

 Reason for provisional service, as shown in Figure 32.

currently having a provisionary
service. This is due to a fire
incident at Katipunan Station.
Figure 32. Informing the Passengers about the

Current Situation and its Causes
 Time of arrival of the next possible train.

 Location of the next possible train.
 Availability of skip train, if any.
 The time or duration when will the typical operation resume, as shown in
Figure 33.
 Actions to be done regarding provisionary service.
To our passenger, normal operations

will resume after four hours. Sorry
for the inconvenience.
Figure 33. Informing the Passengers about Resumption of

Operations and Apologizing for Inconvenience
Exercise:
the passengers about provisionary service.

11.2.2.3. Stoppage of Operation

There will be situations when the train operation will halt due to technical issues
such as system failure and emergencies. If the stoppage of operation occurs, a PI
system must be used by the railway operations personnel to inform the Public.
Announcements about the stoppage of operation include but not limited to:
 Information about the current situation as shown in Figure 34.
 Reason for stoppage of operation as shown in Figure 34.
To our passengers, there will be a

stop of operation. This is because
there is an accident occurred at
Guadalupe Station around 9:00 AM.

Current Situation and its Causes
 Actions to be done regarding stoppage of operation.

 Procedure in maintaining a smooth flow of passengers.
 Time of day when the regular operation will resume as shown in Figure
35.
To our passenger, we will let you

know as soon as possible when will
the normal operation will resume.
We apologize for the inconvenience.
Figure 35. Informing the Passengers about Resumption of

Operations and Apologizing for Inconvenience

Exercise:
On a separate sheet of paper, write an announcement informing the passengers
about the operation's stoppage.
11.2.2.4. Emergency Situations

Emergencies such as floods, fire, and earthquakes are inevitable. However,
railway operations personnel can avoid damages or minimize its aftermath
through a public information system that will manage the emergency measures
when situations as such arise.
Announcements about emergencies include but not limited to:

 Nature of emergency, as shown in Figure 36.
 Location of emergency alarm and equipment.
 Location of the emergency route and evacuation area.

currently experiencing an
earthquake.

Current Situation and Nature of Emergency
 Actions needed to be taken regarding the emergency.

 Ask passengers to stay calm and refrain from panicking, as shown in
Figure 37.

Dear passengers, please stay calm

and refrain from panicking.
Figure 37. Informing the Passengers to Remain Calm
The written public information system such as the Emergency Information

Board can be placed at the station to keep all passengers informed during
emergencies.
The Station Personnel must place announcements of delays and emergencies, as

shown in Figure 38.
Figure 38. Emergency Information Board (Tokyo Metro, Japan)
Exercise:
On a separate sheet of paper, write an example of an announcement to maintain
smooth passenger flow during an emergency.

Railway operations personnel must understand that their job is not just to
impose the rules and regulations of the organization, but also to impart
discipline and behavior to their passengers. Providing sufficient information to
them through public information system can achieve this objective. And in order
to ensure that passengers are safe inside the train and station, railway
operations personnel should know the strategies in providing a successful
announcement.
11.3. Strategies for Successful Announcement

Every railway operations personnel are considered front liners of the
organization since they interact with passengers. One of their responsibilities is
to provide announcements inside the train and station platforms.
The public information system will be successful by maintaining smooth

passenger flow inside the train and station. It will reduce risk and ensure a safe
environment for commuters.
For the announcements and information to be successful, it must be

comprehensible. Railway operations personnel must know the strategies to
provide a useful bulletin for the passengers.
11.3.1. Before an Announcement

11.3.1.1. Takedown Notes
Figure 39. Take Down Notes
If possible, railway operations personnel must make notes for consistency.

Consistency is vital to avoid confusion for the passengers. It will be confusing if

what the train operator announced inside the train a reason for service delay
differs from explaining the next train operator or from the station personnel.
Furthermore, by taking notes, as shown in Figure 39, the announcement will be
precise and accurate, and easily understood by the passengers. To avoid
confusion, incident reports should also be recorded at the operations control
center. So before announcing, railway operations personnel must make sure that
it is consistent with the operations control center. If the railway operations
personnel continue this task, they can effectively provide information to the
passengers.
11.3.1.2. Be proactive rather than reactive

Being reactive means acting in response to a situation rather than creating or
controlling it, as shown in Figure 40. On the other hand, proactive is making or
controlling a problem by causing something to happen rather than responding to
it after it has happened.
Figure 40. Be Proactive rather than Reactive
Railway operations personnel must voluntarily announce to the passengers

about a situation than waiting for them to wonder. Railway operations personnel
must post it to the public concerns such as skip train or crowd control activity to
avoid general confusion. It is a disservice to the commuters not to properly
inform them of the situation.

11.3.1.3. Think before you speak

According to Napoleon Hill, "Think twice before you speak, because your words
and influence will plant the seed of either success or failure in the mind of
another."
If the railway operations personnel think before they communicate, as shown in

Figure 41, announcements will be more understandable and more effective
reminders.
Figure 41. Think Before you Speak
Before speaking, railway operations personnel must take into consideration the
following:
 They must not provide speculations and must only announce facts.
 They must not use polite and formal language
 They must think about the necessity of the announcement before making
the announcement
 They must understand that the timing and frequency of the
announcements
 They must observe clear, concise, and concrete announcement
11.3.2. During an Announcement

11.3.2.1. Be relaxed and calm
Railway operations personnel tend to get nervous in front of the commuters.
However, they must remain calm and compose to deliver a clear message and to
avoid speech impediments. Being a confident speaker promotes trust among
passengers, as shown in Figure 42.

Figure 42. Be Relaxed and Calm
To prevent being nervous, railway operations personnel must understand the

contents, organize the ideas, and practice before making the actual
announcement. Even during emergencies, railway operations personnel must
stay calm and compose.
11.3.2.2. Speak slowly and clearly

A proverb says, "It's not what you say, but how you say it." This means that the
delivery of the message is as equally important as the announcement itself.
Thus, the tone of the voice should always be taken into consideration, as shown
in Figure 43.
Figure 43. Speak Slowly and Clearly
Tone refers to the attitude of a writer/speaker toward a subject or an audience.

It is how the writer/speaker approaches the theme and subject of the
announcement. The railway operations personnel must observe the key speech
elements such as volume, rate, pitch, pauses, articulation, and pronunciation to
deliver the message effectively to the Public.

11.3.2.3. Be professional
The railway operations personnel must use formal and consultative registers
rather than personal and informal language to maintain professionalism in
making announcements, as shown in Figure 44.
Figure 44. Be Professional
Being polite, courteous, and respectful should be the railway operations

personnel's behavior at all times. The words or phrases they use when giving
announcements have an enormous impact on the Public.
11.3.2.4. Avoid using rail jargon

Jargons are special terms that are used within the organization and used by a
specific group of people. However, vocabulary must not be used for public
announcements because it is not understandable to the Public and may be
difficult for others to understand. Railway operations personnel should always
remember their audience when writing an information. Simple, direct, and
specific expressions are preferred in announcing, as shown in Figure 45.
Figure 45. Avoid Using Rail Jargon

Railway operations personnel must also refrain from using technical terms and
refrain from using abbreviated words such as 'ATP' for 'Automatic Train
Protection, 'AG' for 'Automatic Gates', or 'TVM' for 'Ticket Vending Machines' as
these abbreviated terms are unfamiliar to the passengers. Technical
terminologies and abbreviations might create confusion for the Public.
11.3.2.5. Be consistent and accurate
Figure 46. Be Consistent and Accurate
Providing correct and accurate information to the passengers is very important,

as shown in Figure 46. Railway operations personnel must ensure that all
announcements made are the same announcements with other stations. The
passengers always trust the railway operations personnel to provide accurate
information. Railway operations personnel must validate data before posting any
information.
11.3.2.6. Be honest and sincere
Figure 47. Be Honest and Sincere
Railway operations personnel must be honest and trustworthy at all times, as

shown in Figure 47. If there are any train delays and service interruptions, they

must have the initiative and honesty to announce it to the Public. It is expected
that the Public relies on the railway operations personnel to tell the conclusion
of the service interruption. If there are technical problems and inconveniences,
railway operations personnel must apologize to the Public. An apology is an act
of useful public service.
11.3.2.7. Manage your timing

The announcement should be made immediately and promptly, as shown in
Figure 48. Railway operations personnel should make announcements before
and after the train arrives at the station. Showing the written information and
playing the audio file of the said announcement must be done simultaneously.
Figure 48. Manage your Timing
There are instances that the railway operations personnel need to announce
something while the train is moving from one station to the next. Thus, to ensure
clarity of the message, railway operation personnel must repeat the
announcement multiple times to confirm the Public's understanding.
11.3.3. After an Announcement

11.3.3.1. If a mistake is made, do not panic
An instant correction and prompt action will be appreciated by the Public when
making a mistake. Inadvertently, making mistakes can be avoided if verification
of information is continuously done and precisely before posting any public
announcement. Railway operations personnel must rectify the incident by

releasing an official statement to correct the data and a public apology from the
management.
The public information system will successfully achieve its objectives by

maintaining a smooth flow of the operation through accurate information and
effective strategies in securing a safe environment for the commuters through
public announcement.
Summary
Consistent and constant communication with all railway personnel is essential
and vital in railway transportation. A highly efficient and reliable communication
system increases the stability and reliability of railway operations.
The public information system is an example of these communication systems

which was being used by railway operations personnel. This is a system that
allows information to be delivered to a large number of people, either through
verbal (PA system) or written communication, throughout a large area and is
beneficial in encouraging the passengers inside the train and station to act in a
desirable behavior and ensuring their safety and security.
Railway operations personnel must understand that for the public information
system to be effective, the message of the announcement should be heard and
understood by the passengers inside the train and station, and discipline and
desirable behavior will be implied to them, thus ensuring their safety and
security.
Moreover, railway operations personnel must distinguish the scenarios where

information should be given to the passengers. Railway operations personnel
must know that they must provide information to the passengers inside the train
and station promptly during normal operations, train delays, stoppage of
operations, and emergencies.
Also, railway operations personnel must understand the information needed by

the passengers for each scenario. Some of these announcements include the next
station's name, train schedule, station procedures, safety reminders, and
courtesy to other passengers.

Furthermore, railway operations personnel must perform the strategies to

provide an efficient and successful announcement to the passengers. These
announcements will be successful if the organization achieves its goal, which is
to reduce accidents and ensure the passengers' safety. Some of these strategies
include being proactive rather than reactive, thinking before speaking, being
relaxed and calm, and speaking slowly and clearly.
And lastly, railway operations personnel must always remember that passengers
do not want them to be perfect; they want them to be present. So as much as
possible, if the railway operations personnel can provide a public information
system to the passengers, they must do it.
____________________________________________________________________________________________________
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4

Republic of the Philippines

Departmental Competency: Operations

All rights reserved. No part of this publication may be reproduced, distributed, or

Department of Transportation - Philippine Railways Institute

Printed by Jenher Publishing House

However, with the strong-willed leadership of our beloved President Rodrigo

With a better understanding of the rail’s potential to address economic issues,

Sincere gratitude is extended to the following institutions and individuals:

Timothy John R. Batan

Fidel Igmedio T. Cruz, Jr.

Goddes Hope O. Libiran

PHILIPPINE RAILWAYS INSTITUTE

Leo B. Austria James Kebi D. Ledesma Arnold C. Paglinawan

JICA EXPERT TEAM

The Philippine Railways Institute (PRI) instructors developed the Fundamental

These textbooks are presented in fourteen (14) volumes as follows:

Copyright Page …………………………………………………………………………………………...……..…...……… i

UNIT 1: OPERATIONS ORGANIZATION

UNIT 2: PASSENGER BEHAVIOR

Unit 3: INTRODUCTION TO STATION OPERATIONS

UNIT 4: STATION PLATFORM AND PASSENGER SAFETY

UNIT 5: SECURITY AWARENESS FOR RAILWAY OPERATORS

UNIT 6: INTRODUCTION TO TRAIN OPERATIONS

UNIT 7: TRAIN OPERATIONS DISRUPTIONS

UNIT 8: HUMAN FAILURE

UNIT 9: INTRODUCTIONS TO OPERATIONS CONTROL CENTER

UNIT 11: PUBLIC INFORMATION SYSTEM

No. Title Page

No. Title Page

1 MRT Line 3 Station Layout 66

2 Number of Station Layout in the Philippines 67

1 Common Security Threats in Railway Transportation 111

1 Coefficient between Rail and Wheel 154

2 Largest Metro Systems in the World 158

3 Top 10 Fastest Trains in the World 168

1 MRT-3 train service disruption statistics from 2013-2019 (DOTr- 175

2 Summary of Causes of Train Service Disruption 200

1 Some of the causes for the occurrence of SPAD 226

2 Attention Mechanisms 229

1 Train timetable information 237

1 Notable International Railway Accidents 245

2 Notable Railway Accidents in the Philippines 249

3 Important Tasks During a Fire Emergency on aTrain Inside the 264

4 Important Tasks During a Fire Emergency of a Train in Between 265

5 Tasks of Railway Personnel During a Terrorist Attack 267

6 Tasks of Railway Personnel During a Derailment 270

7 Tasks of Railway Personnel During a Detected Obstacle on the 272

9 Top 10 Strongest Earthquakes in the Philippines 274

10 Tasks of Railway Personnel During an Earthquake 276

11 Tasks of Railway Personnel During a Volcanic Ash Fall 277

12 Tasks of Railway Personnel During a Medical Emergency 278

Unit 1: Operations Organization

At the end of this topic, trainees will be able to:

1.1. Overview of Railway Operations

Philippine Railways Institute 1|P a g e

The Railway operations are subdivided into:

b. Operations Control Center

c. Station Operations Personnel

2|P a g e Philippine Railways Institute