RT 3170 Issue 10 2020

The Guide to your

Personal Track Safety
Where are
the dangers
here?
 03
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Together, these two trains weigh around 1,000 tonnes

and are passing at a combined speed of 150 mph. A
gentle breeze creates enough noise to mask the sound
of their approach and, because of the track curvature,
you only catch sight of them when they are just 300
metres away – five seconds later they are rattling past.

Extra care must be taken when working around many

lineside features, as this could bring you close to the
running line.

Crossing to the signal is almost impossible. Clearances are

even tighter in the tunnel. There’s a short length of rail in
the undergrowth – easy to trip over – with a loose drain cover
alongside it. The voltage in the overhead equipment is 25,000V
which is a hundred times greater than your supply at home.

Where are the dangers?

They’re everywhere.
04

All railways have their risks, but none of them have to be killers.
This guide is designed to remind you of the dangers and hazards
of working in a Railway Environment; it is your route to safe
working on or near the line. Please take time to study this guide.
Personal Track Safety, known as PTS, is a qualification required by
people who –

¾ Go on a line
¾ Go within 3 metres (10 feet) of on or near the line
¾ Carry out engineering or technical work on a platform
within 1.25 metres (4 feet) of its edge

This handbook covers the rules, which must be applied in these

situations by Sentinel card holders, Signallers and Crossing
Keepers and visitors to the infrastructure who have a Track Visitor
Permit. It also contains useful information for other railway
workers.
The handbook does not cover –

¾ Local instructions
¾ Lines on which trains are allowed to travel at more than
125 mph
Contents
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Contents
1 Getting to know the infrastructure
1.1 Track Layout 09
1.2 Terminology 13
1.3 Signals 16
1.4 Electrified Lines 19
1.5 Telephones 22
1.6 Limited Clearances 23

2 Are you fit for work?

2.1 Medical fitness 27
2.2 Alcohol and Drugs 27
2.3 Fatigue 27

3 The Sentinel Scheme 29

4 Going onto the railway

4.1 Controlling access 35
4.2 PPE and workwear 35
4.3 Using vehicles near the line 37
4.4 Your safety – the basics 38
4.5 Walking alone 38
4.6 When a train approaches 40
4.7 Crossing the line safely 41

5 Walking in a group and working

5.1 The Controller of Site Safety (COSS) 44
5.2 The Person in Charge 44
5.3 The Safe System of Work 45
5.4 The briefings 54
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6 During the work

6.1 Keep to the safe system 57
6.2 Tools and materials 58
6.3 Deviating from an authorised safe system of work 59

7 Communicating clearly
7.1 A structured approach 61
7.2 Make it clear 63
7.3 Emergency calls 65

8 Emergency situations
8.1 Danger to trains 67
8.2 Stopping a train 68
8.3 Protecting the line 68
8.4 Incidents on electrified lines 74

9 Reporting your concerns 76

1
Getting to
know the
infrastructure
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You’ll need to have some knowledge of the

railway infrastructure to apply the rules in this
handbook properly and safely. This section gives
you the basics. Whether it’s a busy multi-track
area or a little-used branch line, every section of
railway is unique, and each has its own dangers.

1.1 Track Layout

A running line is a line used by trains to go from place to place.
Each running line has a name – for example the Up Main or
Down Goods – and a speed limit. Details are given in a
document called the Sectional Appendix.
The picture below shows a railway with two tracks – one for
each direction. Trains travel away from the camera on the
left-hand track – in this case called the Down Main line – and
towards the camera on the right-hand track – the Up Main.
Here the speed limit on both is 75 mph.

75 75
Down Up
Main Main
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Sometimes trains can travel in both directions on the same track.

This is either a bi-directional line or, if it’s the only track, a single
line. The pictures below show the Down/Up Huddersfield line.
Here the speed limit depends on the type of train – either 35 mph
or 50 mph – but always assume trains will approach at the higher
speed.

35 35
50 50
Down/Up Down/Up
Huddersfield Huddersfield

Some busy railways have four or more lines. In the picture below,
the two tracks to the left – the Up and Down Slow lines – have a
speed limit of 100 mph. To the right are the Up and Down Fast
lines, with trains allowed to travel at 125 mph. Up is towards the
principal city or town and Down is away from the principal city or
town.

100 100 125 125

Up Down Up Down
Slow Slow Fast Fast
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Trains can be authorised to travel along another open line in

either direction, known as single line working. Points and
crossovers are used by trains to go from one line to another.
Generally, points are operated from a signal box and have an
identifying number displayed on them.

In the pictures below, the camera is looking in the direction

trains travel. The points on the left are ‘facing’ – they allow
trains to leave the line – whilst, on the right, they are ‘trailing’ –
allowing trains to join. The speed limit usually changes in these
junction areas, but not always.

Near stations the track layout can be complex with many lines,
with several sets of points and crossovers with trains entering
and leaving the station at the same time from different
directions.
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There are hundreds of sidings on the railway network, as well as

depots and yards. These are used to store trains and other railway
vehicles when they are not in use. Sidings, depots and yards are
not running lines and are not usually shown in the Sectional
Appendix.

Mileposts are positioned alongside the railway – usually every

quarter of a mile – to help identify the location.
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1.2 Terminology
The picture below shows the terms used to describe parts of the
track –

▪ Running rails are the two rails that a trains wheels run on
▪ Sleepers support the rails and keep them the correct
distance apart
▪ Fastenings hold the running rails to the sleepers
▪ Ballast keeps the track in place
In this handbook, when distances are given ‘from the nearest
line’, the measurement is taken from the nearest running rail of
that line.
This picture shows the terms used to describe parts of the railway
–
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▪ The cess is the area alongside the railway

▪ The four-foot is the space between the running rails of
one line
▪ The six-foot is the space between a pair of lines if they’re
the normal distance apart
Sometimes, if there are three or more lines, a wider space is
provided between two of the lines. This is known as the ten-
foot, or a wideway.

Be aware, these are just terms not measurements.

On or near the line and lineside

You are ‘on or near the line’ and in danger from trains if –

▪ You are on a line

▪ You are within 3 metres (10 feet) of a line and there is no
permanent fence or structure between you and the line
▪ You are doing engineering or technical work on a station
platform within 1.25 metres (4 feet) of its edge

These areas are shown below -

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You are not on or near the line if you are crossing the line at a
level crossing.

You are on the lineside if –

▪ You are within the railway boundary but not on or near

the line, and
▪ You can be seen by the driver of an approaching train
You are not on the lineside if you are on a station platform.

Position of safety
A position of safety is a place where it is safe to stand when a
train is passing. A COSS/PIC should always tell you where the
nominated position of safety is as part of the safety briefing.

You are in a position of safety if you are at least 2 metres (6 feet

6 inches) from the nearest line on which a train might approach.
However, if the speed limit on this line is no more than 100 mph,
the distance can be reduced to 1.25 metres (4 feet). You must be
in a position of safety at least 10 seconds before a train passes.
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Authorised walking route

An authorised walking route provides safe access to or from a
place of work. They are often found near depots, stations and
signal boxes and vary in construction – some are proper
walkways, others are just rough paths. Details are given in a
document called the Hazard Directory.

1.3 Signals
Most running lines have signals to control the trains. Generally,
signals are operated from a signal box and have an identifying
number displayed on them. There are also in cab signals.

Signals are usually attached to posts alongside the track but can
also be found on overhead gantries or on the ground. Modern
signals tend to use coloured lights, but some lines still have
semaphore signals.
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Each colour light signal has an ‘aspect’. These are shown below.

A red aspect A yellow aspect A double-yellow A green aspect

aspect

A colour light signal is said to be ‘at danger’ if it’s

showing a red aspect.
A red semaphore signal is at danger if it’s in the horizontal
position.

Normally trains will stop at a danger signal but, in some

situations, they can be authorised to pass them at danger.

Some signals are automatic or semi-automatic and cannot

always be put to danger by the Signaller. These are identified by
the signs shown below.

SEMI

An automatic signal A semi-automatic signal

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An automatic signal may have a switch on the signal post which

can be used to put it to danger, called a signal post replacement
switch (SPRS). If the first signal you reach has a signal post
replacement switch you may use it with signaller authority if
you have a key and are competent to use it.

A signal post replacement switch

Be aware, some colour light signals don’t have red lights, so trains
won’t stop at them. This is also true of yellow semaphore signals.
These are called distant signals.
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1.4 Electrified lines

Some trains are powered by electricity from overhead cables or
rails alongside the track. The electricity is controlled from an
electrical control room.

Overhead line equipment (OLE)

Overhead line equipment, known as OLE, provides trains
with 25,000 volts AC or, where trams or metro trains use the
line, up to 750 volts DC. Each structure has a number
displayed on it.

You can only go on or near a line with OLE if your Sentinel card
includes the qualification “PTS AC”.

A pantograph A red bond

Always assume that the OLE, and anything in contact with it, is
live and extremely dangerous. Make sure you, and anything
you’re carrying, does not go within 2.75 metres (9 feet) of live
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OLE or the electrification equipment on a train’s roof, such as

the pantograph.
Each OLE structure has a black cable connecting it to the
running rail. rail.
the running ThisThis
is known as aas
is known bond. There
a bond. are also
There yellow
are also
bonds and red bonds. Red bonds are very dangerous
yellow bonds and red bonds. All bonds are to be consideredif they
become disconnected.
dangerous especially ifNever touch them
they become as there could
disconnected. Neverbe a
dangerous voltage.
touch them as there could be a dangerous voltage.
Immediately report to the Electrical Control Operator (ECO) any
bond that you find disconnected, broken or defective. Include the
colour of the bond, and the location of the bond.

In some situations, work can take place within 2.75 metres (9

feet) of live OLE, but only if a special Safe System of Work has
been approved beforehand.
Conductor rails
A conductor rail, often called a third rail, provides trains with up to
750 volts DC. They can be identified because they are raised
above the running rail and rest on plastic or ceramic insulators.
They can be seen in the picture below. On lines used by London
Underground trains, there’s another conductor rail in the four-
foot. This is often called a fourth rail.
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You can only go on or near a line with conductor rails if your

sentinel card includes the qualification “PTS DCCR”.

Always assume that conductor rails are live and extremely

dangerous. Make sure you, and anything you’re carrying, does not
touch them or the electrification equipment on a train, such as
the collector shoe.

A collector shoe

Work can only take place within 0.3 metres (1 foot) of a live
conductor rail if the approved insulated tools, shrouds or
troughing, and PPE are used. A valid and tested safe system of
work must also be in place.

Take care with liquids – they will become live if they come into
contact with a conductor rail. Keep clear of flood water.

Track circuits and axle counters

Track circuits and axle counters are two different methods of

indicating to the Signaller in the signal box where trains are in the
area they control train movements on.
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You must not place objects (e.g. measuring tapes or chains)

across the rails, as it might operate the signalling equipment and
change a signal aspect in front of a driver.

You must not allow any metal object near signalling equipment
or within 0.3m (1 foot) of an axle counter head, as this could
interfere with its operation.

Axle counters

1.5 Telephones
There are many telephones on the railway. Most of them go
straight through to the controlling signal box.
The most common are lineside phones (usually found near points)
and signal post telephones (SPT). These are identified by the
signs shown below.
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Other signs are also displayed on railway phones.

1.6 Limited clearances

On some parts of the railway, the space between the track and
the nearest wall or structure is very narrow. These are areas of
limited clearance. The sign shown below means there is no
position of safety on this side of the railway for the length of the
structure beyond it.
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A refuge is a place where it is safe for you to stand when a train is

passing. They can be built out over an embankment or cut into
the wall of a viaduct, cutting or tunnel.

Examples of refuges

Tunnels can be very dangerous places and people are not

allowed to work in most tunnels whilst trains are running.
You must also have a hand lamp or head lamp with you if you are
entering a tunnel, working during the hours of darkness, or if the
visibility is poor.

The sign shown below means there are no positions of safety or

refuges on this side of the railway, but there are on the other side.

This sign speaks for itself – the area

beyond it is too dangerous for people
whilst trains are running. You can
only go past it if you are carrying out
emergency protection, or if trains
have been stopped.
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Some railway phones are in areas of limited clearance and can

only be used in an emergency. They are identified by the signs
shown below on the phone cabinet or at a signal.
2 Are you fit
for work?
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2.1 Medical fitness

Because of the possible dangers, it is important that everyone

working on the railway is medically fit. As a result, you will be
required to take periodic medical assessments and eye
examinations.
It’s your responsibility to keep your employer up to date about
medication you’re taking or any condition which might affect
your safety on the track. Make sure you work within any
restrictions imposed on you for medical reasons. If you are asked
to do something that you are not allowed to do, explain why you
cannot.
It’s important that you’re able to see clearly when working on the
railway. If you need glasses or contact lenses this will be shown
on your Sentinel card, make sure you wear them. If you are a
contact lens wearer, always have a spare pair of glasses with you.

2.2 Alcohol and drugs

You must not come to work after taking illegal drugs, any
medication which could affect your safety, or if you have recently
had an alcoholic drink. Don’t drink alcohol or take illegal drugs
whilst on duty or bring illegal drugs to work with you.
Report to your employer any medication you are taking that may
affect your safety.

2.3 Fatigue
Arriving for work well rested is as important as making sure you
have the right tools and equipment to undertake a task.

Fatigue is recognised as a decline in mental and/or physical

performance that results from prolonged exertion, lack of sleep or
disruption of the internal body clock.
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This can lead to an increased risk of accidents, injury and ill

health, especially when you combine a reduction in alertness with
day to day hazards that are frequently encountered in a railway
environment (e.g. failing to observe underfoot conditions;
unintended reduction in situational awareness, lack of attention
when undertaking activities with tools/equipment).

Effective management of fatigue and associated risks requires a

collaborative approach, with the employer working to reduce the
potential risks through good planning, effective shift/roster
management and provision of suitable welfare facilities. Equally,
the employee also has a responsibility to manage their fatigue
through maintaining a healthy lifestyle that enables adequate
rest between shifts and highlights where something may have the
potential to affect those rest patterns.
3 The Sentinel
scheme
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Sentinel is Network Rail’s scheme for making sure

that the people who work on or near the line are
competent and medically fit. Full details about
the Sentinel scheme are covered in rail Sentinel;
your sponsor will brief you on these and how they
affect you.
Your sponsor

You will always have a Primary Sponsor and you may also have
up to two secondary sponsors.

Without a Primary Sponsor your Sentinel card is invalid and you

are not allowed to work on or near the line, or attend Sentinel
recorded training courses.

Each time you have a new sponsor you will need to –

▪ Pass an alcohol or drugs test or provide proof you have

passed one in the previous 12 months
▪ Provide proof of your identity by use of passport or driving
licence
▪ Provide a copy of your medical certificate
▪ Provide your sentinel card, if you have one
▪ Give details of any medical condition which might affect
you while working on the railway
▪ Give details of any medication you are taking or have
taken recently
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If you have a sentinel card, you can only go on or near the line if
you have your card with you and it is valid.

Example Sentinel Card

Common symbols associated with individual Sentinel accounts –
Green square means you are newly qualified in PTS and
will receive learning support from your line manager or
Sponsor
Red triangle means you must be accompanied when on
the infrastructure
Blue circle means you have a colour vision defect; this
prevents you holding some competencies

Your card has to include a photo which accurately shows how you
look. If your appearance changes, perhaps because you start
wearing glasses, you will need to provide a new photo. In any
case, it must be updated after ten years.
Following a new qualification being received, your online Sentinel
account will automatically be updated. You can use your online
Sentinel account to check the status of your card.
If your Sentinel card is lost or stolen tell your Primary Sponsor
immediately so it can be cancelled and replaced. In certain
situations, your card can be withdrawn, or individual
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qualifications suspended. This might be because you have failed

a drugs and alcohol test or your actions have contributed to an
incident. This could also happen if you misuse your card – for
example, by trying to use it as a credit card or travel pass.

To be valid –

▪ You must have an in-date PTS, a valid medical and a

valid drugs and alcohol screening
▪ You must have a primary sponsor and be working for
them

Always –

▪ Comply with Network Rail’s and your sponsor’s alcohol

and drugs policy
▪ Wear the required Personal Protective Equipment
▪ Work safely and comply with track safety rules
▪ Only do things you are competent and, where
necessary, qualified to do
▪ Report any accidents, incidents or safety concerns
straight away
▪ Co-operate with anyone carrying out an investigation,
spot-check or audit
▪ Attend medicals, training and assessments when
required
▪ Tell your sponsor all your working hours
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Never –

▪ Work excessive hours or back-to-back shifts (double

shifting)
▪ Try to use your sentinel card as a credit card or travel pass

If you don’t comply with these rules your Sentinel card could
be withdrawn.

Remember, no card no work – You must always carry your

Sentinel card when on managed infrastructure and present your
card for checking upon request.
4 Going onto
the railway
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4.1 Controlling access

The railway is a dangerous place, designed for trains rather
than people. Keep off the railway unless you absolutely have
to be there.

Even if you have a right to go onto the line, trespassers do not –

they’re a danger to themselves and the railway. So, keep access
gates closed and locked, even if your work will only take a few
minutes. Make sure user-worked crossing gates are shut and
barriers lowered. If you find a damaged boundary fence, try to
secure it if possible.

Report problems with fences, gates or barriers to Operations

Control.

4.2 PPE and workwear

Your employer has to give you any PPE required for your work and
show you how to use it. Keep it clean, check it for damage and
report any defects. PPE can only protect you if you wear it
properly – so make sure you do.

These are the minimum requirements for PPE when you’re on or

near the line or lineside –

▪ On an authorised walking route you have to wear at least

a class 1 high visibility (HV) vest
▪ If you have been recently qualified in PTS you will be
inexperienced in the rules when you go on or near the
line. You’ll be required to wear a blue safety helmet until
you and your sponsor agree that you are sufficiently
experienced.
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Blue safety helmet for inexperienced staff

Safety boots A safety helmet Safety vest

When on or near the line or lineside you will be required to

follow the all-orange commitment. This includes wearing
approved safety footwear, a blue or white safety helmet and
high visibility orange (HV) clothing on your upper body in the
form vest or a jacket as shown on this page, and HV trousers or
overtrousers. You must also wear safety glasses.

The wearing of these items is the minimum mandatory

requirement.

Depending on your work or the site rules, you might also have to
wear other items such as ear defenders, gloves or overalls.
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Workwear is the normal clothing you wear to work.

Comply with your employer’s policy if it has one.
Make sure you wear clothing suitable for the work,
location and conditions. Full-length trousers are
compulsory to help protect you from lineside
vegetation and slips, trips or falls.
Sunglasses are allowed in bright conditions. But
don’t use tinted glasses if your job requires you to
see colours. And take care with lenses which react
to changes in light – they don’t always react quickly
Full PPE
if it suddenly gets dark.

4.3 Using road vehicles near the line

A person qualified as a COSS/PIC must be present and have given
permission before a road vehicle is allowed to go in the area
called on or near the line.
Road vehicles can be a serious danger to trains if they are used
near the line without proper care. If you’re the driver –

▪ Don’t allow any part of the vehicle to come within 2

metres (6 feet 6 inches) of any line on which a train might
approach
▪ switch the hazard warning lights on and, in darkness or
poor visibility, use dipped headlights
▪ Only turn the vehicle at a suitable turning point and keep
the back of the vehicle furthest from the line
▪ make sure all red lights are off when the vehicle is parked
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4.4 Your safety – the basics

Be prepared! Don’t go on or near the line unless you’re absolutely
clear about the dangers at your location and how you’re going to
stay safe. Remember your safety is your responsibility. You need
to know –

▪ The approved access point, the speed limit and normal

direction of trains on each line
▪ If there are any areas where people are not allowed to go
whilst trains are running
▪ If there are other hazards at the location that might
affect your safety
▪ What the clear and valid Safe System of Work is and that
it is briefed

This information can be found in the Sectional Appendix and

Hazard Directory or can be obtained from your manager or
supervisor.

4.5 Walking alone

If there is no safer route, you can walk alone on or near the line
to get to and from a place of work. But you must keep at least
20 metres from anyone else who is walking in the same
direction, to avoid being distracted.
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Use an authorised walking route or other proper pathway if there

is one. Otherwise walk in the cess or, if necessary, in the four-foot.
Wherever possible, face oncoming trains and try to stay in a
position of safety.
Keep watching and listening for trains at all times – look up at
least every 5 seconds or so. Never assume that you’re safe just
because a signal is at danger or a level crossing is open to road
traffic.
Be aware, trains could approach in the wrong direction if they
are operating on a single line, or the line is under possession
to allow engineering work to take place.

At locations listed in the Sectional Appendix, a train operated

warning system (TOWS) is provided. This only to be used by
competent individuals. When the system is switched on,
trackside sirens make a noise every few seconds to confirm
that it’s working properly – this is called a safe tone.

Approaching trains are detected by the signalling system and

a continuous warning is then given.

Example of a TOWS switch Example of a TOWS warning siren

Don’t allow yourself to be distracted. Switch your mobile phone

off unless you need it on for safety reasons. If you have to use it,
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make sure you’re in a position of safety and stand still until you
have finished using the phone.

There is no position of safety in an area of limited clearance –

so don’t enter if a train is coming. These are dangerous places
and should be avoided.

4.6 When a train approaches

When a train approaches you must go to the position of safety
straight away and be there at least 10 seconds before the train
passes.
The driver will sound the
horn. Raise one arm above
your head to show you have
heard this warning. If you
hear a series of short blasts
on the horn, the train could
be moving in the wrong
direction.

Never assume you know

which line the train is on,
particularly if there are
points nearby. Keep
watching the train until it
has passed you or you are certain that it isn’t a danger to you.
Before leaving the position of safety, make sure no other trains
have approached without you noticing.

If a train approaches and for some reason you can’t get to a

position of safety, lie down but not in the four-foot. Gather loose
clothing under you.
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4.7 Crossing the line safely

If you need to cross the line, use a bridge, subway or level crossing
if there is one. Otherwise, make sure there are no trains
approaching and then go straight across without stepping on the
rails or sleepers.

Always walk ballast to ballast and take great care near points –
they could move and trap your foot.
In sidings and engineering worksites, take great care when
crossing the line near stationary trains or vehicles (allow a
minimum 20m distance - your line of sight should be to the
drivers window).

They might move without warning or they could be hiding

another train approaching on a line beyond them. Keep well clear
and only cross if you’re sure no other trains are coming.
42 42

Otherwise step over

both the running rail and
conductor rail together
– never put your foot
between them.

And, if possible, cross at

a place where protective
guarding has been provided.
5
Walking in
a group and
working
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5.1 The Controller of Site Safety (COSS)

If you’re part of a group which is going

to walk or work on or near the line, a
COSS (Controller of Site Safety) will be
appointed to apply ‘a safe system of
work’.
The purpose of the safe system is to make sure nobody is put in
danger by trains or electrification equipment. As well as the work
itself, it will cover getting to and from the site and, if necessary,
setting up safety equipment and blocking the line.
A COSS wears a blue armlet on their left arm, or badge on their
upper body, with “COSS” written in white letters.
The COSS will stay with the group until the work is over and
everyone is clear of the line. Of course, they might be relieved by
another COSS, in which case they’ll tell you who the new COSS is.

5.2 The Person in Charge (PIC)

Whilst the COSS deals with the safety of the workgroup, the Person
in Charge (PIC) makes sure that the work itself is carried out
properly, within the relevant rules and to the required standards.
It’s their job to confirm that a COSS is appointed, and a suitable
safe system has been set up before allowing work to start – this is
particularly important if the work might affect the safety of trains.
In practice, if the Person in Charge has a COSS qualification, the
two roles might be carried out by the same person.
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5.3 The Safe System of Work

The Safe System of Work the COSS/PiC will set up may involve
working in areas listed below –

▪ Safeguarded Site of Work

▪ Fenced Site of Work
▪ Separated Site of Work (Site Warden)
▪ Warning Systems Permanent
▪ Warning Systems Train Operated (TOWS)
▪ Warning Systems Human Activated (LOWS)
▪ Warning System Portable (SATWAS)
▪ Lookout Warning

It is permissible to have train movements in a Safeguarded zone

within a possession worksite. This applies to engineering trains and
On Track Plant travelling no faster than walking pace. If this is to
happen you will be briefed by the COSS/PiC.

This arrangement can also apply to fenced zones and Site Warden
warning zones, but only within a possession worksite.
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1. Safeguarded Site of Work

With a safeguarded Site of Work, all the lines at your site are
blocked as shown below -

COSS

Safe System of Work

Safeguarded Site of Work

 4747

2. Fenced Site of Work

A temporary fence is put up between the site and nearest open
line. There are three types – rigid safety barrier, plastic netting or
barrier tape.

A rigid safety barrier can be positioned no less than 1.25 metres

(4 feet) from the nearest open line.

You will be briefed by the COSS/PiC about the fenced zone. Stay on
the safe side of the fence. Do not lean on or over the fence and do
not lean objects against the fence.
48 48

If the COSS/PiC told you at the briefing there is a fence marking the
safe working limit, you must –

▪ Stay on the safe side of the fence

▪ Not lean on or over the fence
▪ Not lean objects against the fence

A fence of barrier tape or plastic netting can be positioned at no less

than 1.25 metres (4 feet) from the nearest open line and trains can
travel at no more than 40 mph. If more than 40 mph on a line the
distance increased to 2 metres (6 feet 6 inches).
 4949

3. Separated Site of Work using Site Warden

With a Site Warden area, a space is provided between the site and
the nearest open line.

The space must be at least 2 metres (6 feet 6 inches) and the site
warden is appointed if there are more than two people in the
group.

The Site Warden is provided so if someone strays outside the Site

Warden Warning area, towards an open line, they will shout a
warning ‘get back!’

They wear a white armlet on

their left arm, or badge on their
upper body, with “SITE
WARDEN” written in blue letters
50 50

If the group is you and the COSS/PiC, the appointment of a Site

Warden is not required. The space must still be at least 2 metres (6
feet 6 inches) between the site and the nearest open line.

COSS
Safe System of Work

2 metres

Example of COSS and PTS holder working 2 metres from any open line.

The space must be at least 3 metres (10 feet) if there are more than
two people in the group, and there’s no Site Warden.

COSS

3 metres

3 metres

Example of at least 3 metres between any open line and any member
of a group.
 5151

4. Equipment Warning and Lookout Warning

In an Equipment Warning and lookout warning Safe System of
Work you will be warned when a train is coming. The COSS/PiC will
make sure enough prior warning is given for you to reach the
position of safety, at least 10 seconds before the train passes.
There are three methods of equipment warning, listed in order of
preference –

a. Automatic track warning system (ATWS)

With an ATWS, approaching trains are detected by the signalling
system or equipment attached to the running rails. The warning is
given by trackside flashing lights and sirens and/or a personal
warning device.

b. Train operated warning system (TOWS)

With TOWS, approaching trains are detected by the signalling
system. The warning is given by trackside sirens.

Example of a TOWS switch Example of a TOWS warning siren

52 52

c. Lookout operated warning system (LOWS)

With LOWS, approaching trains are detected by a lookout. The
warning is given by trackside flashing lights and sirens and/or a
personal warning device.

Examples of ATWS and LOWS warning

equipment
 5353

Lookout warning
Lookout warning is using unassisted lookouts, the warning is
given by horn, whistle and touch if there is noise or the group are
wearing ear protection.
A lookout may also use a cut off device on noisy equipment or plant.
The COSS/PiC will brief you on which method is to be used.

A warning given with With a whistle By touch

a horn

Lookouts wear a white armlet on

their left arm, or badge on their
upper body, with “LOOK OUT”
written in red letters.
54 54

5.4 The briefings

Before you walk to site or start work, the COSS/PiC will –

▪ Show you their Sentinel card and swipe themselves in to

show they are qualified to perform COSS/PiC duties
▪ Swipe your Sentinel card to check that your card, medical,
PTS and any other relevant qualifications are in date and tell
you –
▪ The nature and location of the work
▪ The approved access point and route to site
▪ The limits of the site and how they are defined
▪ First aid arrangements and who the emergency contact is
▪ The lines at the site together with the maximum speed at
which trains are allowed to travel and their direction
▪ The best means of contacting the Signaller, the emergency
services and, if necessary, the Electrical Control Operator
▪ Information about site hazards, such as electrification
equipment, buried services or poor cess conditions
▪ Whether you will be working in an area that the line is
blocked to trains or if the line remains open to trains.

For a Safeguarded, Fenced or Site Warden Warning

Safe System of Work, the COSS/PiC will also tell you –

▪ The safe limits of work area and how it is defined

▪ Where relevant, who the site warden(s) is and their
method of warning.
 5555

For equipment and lookout warning working, the COSS/PiC will

tell you –

▪ Where the position of safety is

▪ The method of warning
▪ Where relevant, who the site and touch lookouts are, and
where they are positioned.

On electrified lines, you must assume that the OLE or conductor

rails are live and dangerous, unless the COSS/PiC tells you that the
electrification equipment has been isolated and -

▪ The limits within which it is safe to work

▪ Whether any nearby electrification equipment is still live
and dangerous and where it is
▪ Whether non-electric trains or on-track plant could still
approach on the isolated lines.

You will then be asked to confirm your understanding of the safety

brief, the COSS/PiC will question you on the safe system and then
ask you to sign a briefing form or scan your Sentinel card to
confirm your digital signature on the Sentinel App.
If you are unsure about any part of the briefing, ask the COSS/PiC
to repeat it or explain it further.

The COSS/PiC shall inform you of other safety aspects such as how
the work is being carried out. Items shall be covered such as PPE for
task, welfare arrangements and work content. Note: The COSS may
also be the PIC who will cover both train and working risk
considerations and will brief you on both sections.
6 During
the work
 5757

6.1 Keep to the safe system

The COSS sets up a safe system to make sure you’re not put in
danger by trains or electrification equipment – but it will only work
if you follow the COSS/PiC’s instructions and comply with the track
safety rules.
If you have any doubts about a safe system, stop work, make sure
you’re in a position of safety and then tell the COSS/PiC.

Only do things you’re competent and, if necessary, qualified to do.

Never do something which you think is unsafe or against the rules,
even if you feel under pressure to get the job done.

Safe System of Work working

Always stay within the limits of the Safe System of Work.

If a fence has been put up, don’t lean over it or place anything
against it.

If a site warden has been appointed, don’t distract them. If you

think you might not hear their warning, tell the COSS/PiC.

If the site warden shouts a warning, make sure you’re still within
the Safe System of Work and move back into it if you’re not. If you
don’t move back straight away, the site warden will give a series of
short blasts on their whistle or horn.
58 58

Equipment and lookout warning working

When a warning is given that a train is approaching, stop work

straight away and, if you are not already there, go to the position
of safety.
If it’s given by a lookout, raise one arm above your head to show
you have heard their warning. If you don’t move straight away, the
lookout will give a series of short blasts on their whistle or horn.
Never distract a lookout. If you think you might not hear their
warning, make sure you’re in a position of safety and then tell the
COSS/PiC.
After the train has passed, don’t leave the position of safety until
the COSS/PiC tells you it’s safe to do so.

6.2 Tools and materials

If tools or materials are to be left on the ground whilst a train is
passing, they must be at least 2 metres (6 feet 6 inches) from the
line unless there’s no chance of them being moved by the train’s
slipstream.

Tools and materials can be a hazard to people and trains – make

sure they don’t cause an obstruction. When the work has finished,
remove them from the railway or secure them properly so vandals
can’t use them.
 5959

Be careful when you’re using metal equipment. If it makes a

connection between the two running rails it might put a signal to
danger. It can also interfere with signalling and level crossing
equipment. On electrified lines, you could get an electric shock.

6.3 Deviating from an authorised safe system of work

Where the COSS/PiC makes a request to implement a lower level

safe system of work than the one authorised, it shall only be
implemented if the responsible manager authorises the change
and issues an authority reference.

If this happens, the COSS/PiC will stop the work and make sure
you’re in a position of safety. If they change the safe system of
work they will make sure you understand the new arrangements
before allowing work to start again.
7 Communicating
clearly
 6161

7.1 A structured approach

It’s vital that all messages about safety are fully understood by
both parties – this means communicating clearly and accurately.
The rules in this section will help – make sure you apply them
whenever you pass on important information, whether it’s by
phone, radio or face to face.

The phonetic alphabet is used to spell out difficult words and names,
as well as making sure single letters are heard clearly.
For example, the town of Euxton would be spelt out as “echo
uniform x-ray tango oscar november”.
62 62

Numbers can also be a problem, so split them up and say them one
at a time. For example, 205 would be spoken as “two zero five”.
“Zero” is the correct way of saying the number 0.
There are also several standard phrases which you’ll need to use -

“This is an emergency call” In an emergency, this is the first

thing you must say when your
phone or radio call is answered.
It tells the other person that
they will need to take action
straight away to prevent death,
injury or damage.

“Repeat back” Repeat all of the message

back to me.

“Correction” I have made a mistake and

will now correct the word
or phrase just said.
 6363

You’ll need to use the following phrases when communicating with

radios, which only allow one person to speak at a time -

“Over” I have completed my message and

am expecting a reply.

“Out” I have completed my message

and am not expecting a reply.

One of the people involved in the conversation will have ‘lead

responsibility’. This person will help the other to pass on their
information clearly and accurately and understand what’s required.
For example –

Electrical Control anyone

has lead
Operator (ECO)
responsibility
Signaller when talking to anyone except an ECO

COSS/PIC Lookout/Site
Warden and anyone
in their group

7.2 Make it clear

If you are giving a safety message make sure you are speaking to
the right person. Both people must say who they are, their role and
where they are speaking from. For example –

“TThis is Derek Pilling – I’m a COSS for Network Rail, calling from mike
papa one four zero signal.”
It’s important to speak clearly and avoid lots of ums and errs. If
you don’t understand something, perhaps because the other
person has a broad accent, ask them to repeat it.
64 64

Phone lines and radio links can break up. You can help by speaking
slightly slower than you would normally. Don’t shout – the sound
will just distort.

If you are using a radio, press the ‘transmit’ button fully before you
speak and don’t release it until you’ve finished. With some phones,
you have to push a ‘press to talk’ button.

Make sure the microphone

is in front of your mouth
but not too close.

Try to shield the mouthpiece

if it’s windy.

Before allowing the conversation to end and any action to be taken,

the person with lead responsibility must make sure that any errors
have been corrected and both people know what’s going to happen
next.
If you are receiving the message repeat it back to confirm you
have understood it properly. Ask for the other person’s phone or
radio call number.
 6565

7.3 Emergency calls

When lives are in danger, time is of the essence, pressure is high and
accuracy is everything. Here’s how a typical emergency call might
go.

Start by getting the attention of the person on the other end by

saying –
“This is an emergency call.”

Make sure you’re speaking to the right person, usually the Signaller
or Electrical Control Operator –
“Is that the Signaller?”

Tell them who you are, what you do and where you are –
“This is Mike Middleton - I’m a track chargeman for Network Rail,
calling from Shapton East junction.”

Describe the problem –

“I’ve found a member of the public lying in the four-foot of the
Down Goods line, 300 yards beyond sierra hotel one two zero
signal. They’re badly injured and I can’t move them.”

Tell them what action needs to be taken –

“I need you to stop trains on the Down Goods line and arrange
for an ambulance to attend.”

Make sure the other person repeats back the information – it’s vital
they fully understand it. The Signaller or ECO will tell you what
they’ve done, what’s going to happen next and what they want
you to do. Give them your phone or radio call number so they can
contact you.

As someone who works for the railway, there are situations where
you might have to take action to prevent death, injury or damage.

But whatever you do, don’t put yourself in danger.

8 Emergency
situations
 6767

8.1 Danger to trains

An emergency call must be made to the Signaller straight away if
you see or are told about something which might be a danger to
trains.
On a moving train, possible problems include –

▪ A door not closed properly

▪ A load which is not secure
▪ A fire or hot axle box
▪ No lit headlight or tail lamp
▪ The driver or guard showing a red flag or red light
▪ The driver repeating a series of long blasts on the
horn
▪ A train’s headlights flashing.

Other problems include –

▪ A fault with the track
▪ A colour light signal not showing an aspect
▪ A fire, flood or obstruction
▪ A large animal within the railway boundary

In any of these situations, you might also need to stop the trains
and call the emergency services.

The Signaller does not need to be told if there’s an obstruction that

you can remove safely.
68 68

8.2 Stopping a train

In an emergency you can stop a train by giving a hand danger
signal. Obviously this must be clearly visible to the driver.

In daylight, hold out a red flag or raise both arms above your head.

In darkness or poor visibility, shine a red light or wave any light

vigorously.

If possible, try not to give the hand signal in such a way that other
approaching trains might stop.

8.3 Protecting the line

If a line becomes unsafe, the driver of any approaching train must
be alerted to the danger ahead. – this is known as protecting the
line.

To stop train movements on a line, a call must be made to the

signaller using any lineside phone or a mobile phone.
 6969

Track circuit signalled areas

If you have one, your first step is to connect a track circuit operating
device (T-COD) between the two running rails. On those lines
signalled by track circuits this will turn the nearest signal on the
approach to danger. If there’s a conductor rail, attach the first clip
to the running rail furthest from the conductor rail first.

Where there are 4 rail DC areas you are not able to use a track
circuit operating clip.

Axle counter and other signalling system areas

When you are unable to contact the signaller, walk towards

approaching trains for 2 kilometres (1¼ miles) and place
three detonators on the line 20 metres (65 feet) apart.

Be aware, detonators must be handled carefully. When you’ve

placed them on the rail, move at least 30 metres (100 feet) away.
Make sure nobody else goes near them.

On lines with a conductor rail, place the detonators on the running

rail furthest from the conductor rail.

There are a number of things which you might encounter as you

walk the 2 kilometres (1¼ miles).

If you see a train approaching, place three detonators on the line

straight away and display a hand danger signal. Please be careful
not to put yourself in danger and stand at least 30 metres (100
feet) from the detonators.
70 70

Track circuit
operating device

30 metres

2 kilometres

If you reach a signal box or railway phone and you’ve been unable
to report the emergency, place three detonators on the line and
contact the Signaller.

If the Signaller tells you that the line is now protected by signals,
you do not need to continue to 2 kilometres (1¼ miles).

If the first signal you reach has a signal post replacement switch
and you have a key and are competent to use it, turn the signal to
danger, place three detonators on the line and call the Signaller.
 7171

Track circuit
operating device

2 kilometres

If you used a signal post replacement switch to turn a signal to

danger, ask the Signaller for permission before putting it back to
automatic.

If you reach a tunnel, place three detonators on the line at the

tunnel entrance. Try and make contact with the signaller with
your mobile phone again.
You must take care of your own safety prior to continuing through
any tunnel to reach the 2-kilometre point. If the 2 kilometres (1¼
miles) distance is inside the tunnel, walk to the other end and place
three more detonators on the line.
72 72

If you reach a junction trains could approach from more than one
direction. Try to make contact with the signaller with your mobile
phone again.

If you reach a junction trains could approach from more than one
direction. Try to make contact with the signaller with your mobile
phone again.

You must take care of your own safety prior to continuing.

Place three detonators on the line before the points. Then decide
from which direction the next train is most likely to approach. Walk
in that direction and place three detonators on the line 2 kilometres
(1¼ miles) from the obstruction. After that, go back and place
detonators on the other lines.
 7373

Track circuit
operating device

2 kilometres

route route
A B

30 metres

In this example the person placing the detonators thought the next train
was most likely to approach on route A.

After placing the detonators, display a hand danger signal to any

approaching train but make sure you’ve got your back to the
detonators to avoid the blast. Stand at least 30 metres from the
detonators.
Remain in position until someone else takes over from you, or the
line is protected in some other way.

When your protection is no longer needed, remove all the

detonators and any track circuit operating clips. Then tell the
Signaller. Give the track circuit operating clips to your supervisor –
they can only be used once.
74 74

8.4 Incidents on electrified lines

An emergency call must be made to the Electrical Control Operator
(ECO) straight away if you see or are told about something, which
requires the electricity to be switched off.
Possible problems include –

▪ A derailment
▪ A person in contact with electrification equipment
▪ A fire on a train, vehicle or lineside
▪ Damage to the OLE or conductor rail
Explain why the electricity needs to be switched off. On lines
with OLE, give the number of the nearest OLE structure. For
conductor rail areas, give the nearest mileage post, nearest
hookswitch or track isolating switch number, nearest signal post
number, or nearest bridge number.
Emergency rescue on lines with OLE
Do not approach a casualty whilst the OLE is live if –

▪ They are in contact with the OLE

▪ They are within 2.75 metres (9 feet) of
the OLE
▪ Any part of them is above the OLE

You must wait until the ECO has arranged an ‘emergency isolation’
and assured you that the electricity has been switched off. Even
then, there may still be a residual voltage so cover your hands with
something dry and non-conductive before touching the person – dry
clothing for example.
 7575

If it’s not possible to switch the electricity off immediately, you

can attempt a rescue but only if the casualty is at least 2.75
metres (9 feet) from any live OLE, or anything in contact with it,
and neither of you move within this distance during the rescue.

Emergency rescue on lines with conductor rails

If someone is in contact with a live conductor rail, they should

not be approached until the ECO has assured you that the
electricity has been switched off – an emergency isolation.
If it’s not possible to switch the electricity off immediately, you
can attempt a rescue but only if you cover your hands with, and
stand on, something dry and non-conductive before touching
the person. Never use anything metallic or wet.
9 Reporting
your concerns
 7777

If there’s a safety issue, don’t keep it to yourself.

Take action straight away if you see someone acting in a way which
is a danger to themselves or the railway. If you can speak to the
person and get them to stop, do so. Otherwise, report them to your
supervisor or the Signaller – whichever is quickest.
Whatever the problem, if safety is at risk, don’t ignore it. The
industry has a procedure called ‘The Worksafe Procedure’ – this
gives you the right to refuse to work until any safety concern you
have is properly dealt with. It’s there for your protection so, if
necessary, don’t be afraid to use it.
There are two ways to report other concerns. A Close Call can be
raised - contactable via telephone on 01908 723500 or the App.
You can also contact CIRAS – the railway’s confidential reporting
service – Freephone 0800 4 101 101 Text 07507 285887 (standard
text rates apply) www.ciras.org.uk
78

Notes
 79

Notes
80

Notes
✁

Issue 10 - 2020 RT3170

GUIDE TO PERSONAL TRACK SAFETY

THIS IS YOUR ACKNOWLEDGEMENT FORM
You must when you receive this Track Safety Handbook immediately
acknowledge receipt by completing the section below.

WHEN YOU HAVE COMPLETED FILLING IN THIS FORM,

YOU MUST RETURN IT TO YOUR SUPERVISOR OR
LOCAL MANAGER AS APPROPRIATE

I, the undersigned, acknowledge receipt of Track Safety Handbook

(RT3170), and undertake to familiarise myself with and carry out
the instructions in this Handbook

Full Name (Block capitals)

Signature (in full)

Grade/Title

Station/Location

Employer

Witness to Signature

Date Received
This page is intentionally left blank
Acknowledgement Form
Technical Authority
Network Rail
The Quadrant:MK
Elder Gate
Milton Keynes
MK9 1EN
[email protected]

Network Rail Infrastructure Limited

Registered Office:
Network Rail
2nd Floor
One Eversholt Street
London
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Registered in England and Wales
No. 2904587
www.networkrail.co.uk