Our ref: FOI-0754-1718/GH

Thank you for your request received by Transport for London (TfL) on 27 June 2017 asking for a copy of your health and safety assessment report on driver-only operated tube trains.

Your request has been considered under the requirements of the Freedom of Information Act 2000 and our information access policy. I can confirm that we do hold the information you require.

Please find attached a zip file containing our safety risk assessments for a customer travelling on each line of the Underground.

London Underground began converting to one person operation (OPO) in 1984 and all lines had been converted to OPO by 2000 with the Northern line being the last line to do so.  As part of this system, the Train Operator must be able to see the whole train to ensure it is safe to depart. Where this is not possible additional safety measures are put in place.  We have clear rules to ensure the safe dispatch of trains (outlined in LU Rule Books) and staff receive regular training on these and their roles and responsibilities. Some of these controls are set out below.

There are two platform categorisations on the LU network - categories A & B.  A platform where the train operator can see the entire length of the platform by looking back from any part of the cab when berthed correctly (category ‘B’), or where the train operator cannot see the entire length of the platform (category ‘A’) (this might be because the platform is on the opposite side to the Train Operator’s driving position, the platform is curved or there are obstructions to the line of vision (e.g. pillars, signs, etc.).

Monitors are placed at the head of the platform or in the Train Cab to enable the Train Operator to see the entire length of the platform.  If the monitoring equipment on a category ‘A’ platform becomes defective, competent staff are required to assist the Train Operator in completing platform duties and the safe dispatch of the train from the platform. This is a safety critical procedure as the staff are effectively ensuring that the Platform Train Interface is clear in that area that the Train Operator has no view of due to the defective equipment and it is safe for the Train Operator to close their doors and depart.  If no staff can be made available to do this, the platform must be closed and trains will non-stop through the station until the defect is repaired.  Where a train develops a defect with in-cab CCTV equipment/monitors, the train is taken out of customer service and returned to depot.

Platform-based mirrors and monitors are checked daily before the start of traffic to ensure they remain fit for purpose.  Test markers are located on the platform to assist staff to ensure these are correctly aligned and clear.  Where these checks fail, staff are placed on the platform as required and the fault is reported.  Where in-cab CCTV exists, a daily check of the equipment is undertaken during the traffic day to ensure the platform based cameras remain correctly aligned, clear and unobstructed.

All trains have Passenger Emergency Alarms (PEA) located in every carriage.  Operation of a PEA whilst a train is still within platform limits will cause the train to emergency brake and communication to be established between the operator of the Alarm and the Train Operator.  Operational Procedures require the Train Operator to report a PEA operation on their train and the reason for this (following communication with the PEA Operator) to Service Control staff who will assess whether it is better to authorise the train to the next station to get assistance more quickly to the customer or whether station staff should access the train from the rear and deal with the incident.  This depends on the nature and severity of the incident but assistance is often more quickly available where the train proceeds to the next station and Emergency Services are sent to the station in advance on receipt of the report and the decision being made to authorise the train to proceed.  The only difference to this process where a PEA is operated beyond platform limits, the train proceeds to the next station.

Doors chimes are used to warn customers that the train is ready to depart and that the doors are closing.  This provides an audible warning to customers not to try to board the train so that they are not struck by or caught in the doors.  Some trains are fitted with lighting systems to provide additional warning to customers that the doors are about to close.  LU trains have external car lights (which indicate where a door is obstructed) and a pilot light indicator in the train cab (which indicates the doors have not closed fully). This ensures that a train cannot proceed where a door isn’t fully closed, e.g. where a large item is holding the door open. Some trains are fitted with sensitive edge doors which open on contact with an object caught between them which further reduces the risk of dragging incidents.

Inter-car barriers have been installed to prevent customers climbing between carriages to access into or egress from a train.  They also reduce the risk of visibility impaired customers falling down the gap between carriages at platforms.  S stock carriages, because they have walk through carriages, reduce this risk further.

Platform safety measures include yellow lines to encourage people to stand back from the edge, tactile surfaces to highlight to visibility impaired customers that they are close to the platform edge, public announcements advising customers that a train is approaching the platform and to stand clear of the platform edge and platform staff at stations with very busy peak traffic to manage customer flows on the platform, encourage customers to move down the platform, stand clear of the platform edge and assist the Train Operator.  All staff undertaking platform duties must wear a high visibility vest to ensure that they are visible to the Train Operator.

Risk assessments are in place for all elements of a train journey including service disruptions and emergencies.  These are reviewed a minimum of every three years - sooner if a line has major changes or an incident occurs which requires additional or alternative/additional mitigations in place where an increased risk in any particular area has been identified.  These reviews are carried out by a trained competent person and include Health & Safety representatives and a Safety Advisor.  There are also specific risk assessments in place for special events such as New Year’s Eve, Notting Hill Carnival, etc.  Our customer risk assessments (attached for each line) set out the risks associated with travelling on a train on the Underground, specifically the risk at the passenger train interface and travelling on the Underground.

If this is not the information you are looking for, or if you are unable to access it for some reason, please do not hesitate to contact me.

If you are not satisfied with this response please see the attached information sheet for details of your right to appeal.

Yours sincerely

Graham Hurt

FOI Case Officer

FOI Case Management Team

General Counsel

Transport for London