Assistance protection is not required within the COS — protection is provided by the signalling system. The assisting train can operate normally in ATO to a point no less than 40 metres from the failed train.

Failed train driver agrees with the signaller: the direction the assisting train will arrive from; the exact location by tunnel metreage sign at the end the rescue train will reach; confirmation the train will not move and the driver will remain on it; confirmation of a white light at the front or red at the rear depending on the direction of assistance. If assistance is from the rear, move to that cab to help with coupling. Keep the saloon lights on.

Rescue train driver: signalled in ATO to 40 metres, then obtains verbal authority to pass the EoA without an MA for the purpose of rescue and moves in SA; requests tunnel lights if needed; approaches at caution and stops 5 metres before the failed train; couples by the standard 345 process. After connecting the electrical rescue jumper the rescue driver must set the CBTC isolation switch to ISO in the coupled cab of the failed unit — failure to do so results in an emergency brake application when the train passes over the first operable balise. Shut down both coupled cabs, move to the leading cab, conduct a SoM with 18 car pull, and change door mode to manual open / manual close so the assisting unit's doors do not open at station stops.

Ideally the rescue train detrains passengers first; the signaller can initiate an auto-reverse move to facilitate that.

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