Uncontrolled When Printed CONTROLLER OF SITE SAFETY
COSS Handbook
RS/502 : ISSUE 1 (APRIL 2005) Uncontrolled When Printed Uncontrolled When Printed
Working on the track is a high risk business and, as Controller of Site Safety, the lives of your workmates are in your hands. It’s a serious responsibility.
Getting it right requires an in-depth knowledge of the railway, a clear understanding of the rules and the ability to carefully apply them.
Getting it wrong is not an option.
Please take time to study this handbook.
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Content Approved by Track Safety Strategy Group and Train Operation and Management Subject Committee. Authorised for publication by Rail Safety and Standards Board (RSSB). Any enquiries should be directed to the Industry Safety Liaison Department, RSSB - telephone 020 7904 7518.
Application This handbook is intended to help a COSS carry out their duties.
Supply Controlled and uncontrolled copies of this document may be obtained from RSSB, Evergreen House, 160 Euston Road, London, NW1 2DX.
COSS Handbook RS/502 : ISSUE 1 (APRIL 2005)
published by in association with
Issue Date Comments 1 April 2005 Original version
© Copyright 2005 Rail Safety and Standards Board
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A Controller of Site Safety, known as a COSS, must be appointed if two or more people need to -
go on a line
go within 3 metres (10 feet) of a line, on the railway side of any permanent fence or structure, or
carry out engineering or technical work on a platform within 1.25 metres (4 feet) of its edge.
The role of the COSS is to make sure the people are safe.
This handbook covers the rules which the COSS needs to apply in these situations.
This handbook does not cover -
the duties of a COSS when working alone
the duties of a Protection Controller
the duties of a Machine or Crane Controller
the duties of a Designated Person
local instructions, and
lines on which trains are allowed to travel at more than 125 mph.
3 Uncontrolled When Printed Contents
section content page
1 Introduction 7 2 Terms you will need to know 8 3 The role of the COSS 10 4 Planning the safe system 11 5 Working in a possession 5.1 Possessions and worksites 14 5.2 If your work is not within a worksite 15 5.3 If your work is within a worksite 16 6 Blocking the line 6.1 Line blockage basics 17 6.2 Sharing a T2 17 6.3 Protecting signals and points 18 6.4 Communications 21 6.5 Choosing the right line blockage 22 6.6 Taking a T12 23 6.7 Taking a T2 24 6.8 Signal post replacement switches 26 6.9 Red flag or red light 26 6.10 Stabled trains 26 6.11 T2A 27 6.12 T2D 28 6.13 T2H 29 6.14 T2T 33 6.15 T2X 35 6.16 Using a trolley 36 6.17 Level crossings 37 6.18 After completing the arrangements 37
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section content page
7 Your safe system 7.1 Train movements 38 7.2 Speed restrictions 38 7.3 Setting up your safe system 39 7.4 Safeguarded green zones 40 7.5 Fenced green zones 40 7.6 Separated green zones 43 7.7 Red zone working 45 7.8 Position of safety 46 7.9 Warning your group that a train is approaching 48 7.10 Sharing lookouts or a warning system 49 7.11 Using an Automatic Track Warning System 49 7.12 Using a Train Operated Warning System 51 7.13 Using lookouts 52 7.14 Using a Lookout Operated Warning System 54 7.15 The different roles of a lookout 55 7.16 Using lookouts in darkness or poor visibility 57
8 Working on lines with OLE 58 9 Working on lines with conductor rails 60 10 Checking qualifications 10.1 Sentinel cards 62 10.2 Track Visitor Permits 62
11 Briefing your group 63
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section content page
12 During the work 12.1 Checking the safe system 65 12.2 When a train is approaching 65 12.3 When a site warden gives a warning 66 12.4 Updating the signaller 66 12.5 Change of COSS 66 12.6 Using a trolley 67 12.7 Changing the arrangements for a T2 68 12.8 If a worksite is to be given up 68
13 When the work is finished 69 14 Giving back electrical permits 70 15 Giving up a line blockage 15.1 Telling your group 71 15.2 T12 71 15.3 Shared T2s 72 15.4 T2 72 15.5 Retaking a T2 74 16 Further help Information on Sentinel cards 75 Checklist to help plan a safe system 76 Sighting distance charts 78 Working out the required warning time 80
6 Uncontrolled When Printed 1 Introduction
As a COSS you need to have a clear understanding of track safety rules. You will find most of them in modules T2, T7 and T12 of the Rule Book but there are many other documents which contain instructions relevant to you. This handbook brings them together.
It aims to take you on a journey - first helping you to check or plan your safe system and then set it up. There’s also guidance, not just rules. It uses everyday words and presents the duties in a sensible order - the right order will depend on your particular job or situation.
Most rules and requirements are written in black text. But - orange text with a! symbol identifies a rule which is an exception to the norm purple text with ai symbol offers extra information and guidance, and
‘signpost’ boxes, which are usually purple, point you towards the SIGN POST next section relevant to your safe system.
7 Uncontrolled When Printed 2 Terms you will need to know
Before starting, we need to confirm the meaning of some of the terms used in this handbook.
Site This is where your work is going to take place, known in the Rule Book as a ‘site of work’.
Green zone A site within which there are no train movements except, possibly, engineering trains or on-track plant moving no faster than walking pace.
Red zone A site where a warning is given of approaching trains.
Safe system These are the safety arrangements which the COSS will put in place to protect the group from trains, involving either a green or red zone.
Sentinel card This is sometimes known as a PTS or track safety card.
Safety barrier This is known in the Rule Book as a ‘rigid or tensioned barrier’.
Maximum speed This is either the highest speed at which trains are of trains allowed to travel on a line, as given in the Sectional Appendix, or a speed restriction if one has been set up especially for the work.
Nearest line When a distance is specified to the nearest line, the measurement is taken to the nearest running rail of that line.
Single line Single line working is in operation when one or working more lines have been blocked and trains are using a remaining open line in both directions.
8 Uncontrolled When Printed 2 Terms you will need to know
PLB This means Possession Limit Board, sometimes known as a stop board. A PLB is the same on both sides - red with the word ‘STOP’ in white letters together with a red light.
Darkness or This term refers to darkness, bad weather such as poor visibility fog or falling snow, and inside or near a tunnel.
COSS form This is known in the Rule Book as the ‘COSS Record of Arrangements and Briefing Form’ or RT9909.
T12 form This is known in the Rule Book as the ‘Record of T12 Protection Arrangements (IWA/COSS’s form)’ or RT3179.
T2 form This is known in the Rule Book as the ‘Record of Arrangements Form’ or RT3181.
9 Uncontrolled When Printed 3 The role of the COSS
A COSS must be appointed if two or more people need to - go on a line go within 3 metres (10 feet) of a line, on the railway side of any permanent fence or structure, or carry out engineering or technical work on a platform, within 1.25 metres (4 feet) of its edge.
For the purposes of this handbook, you are the COSS.
Your role is to make sure that the group is not put in danger by trains. This will involve setting up a safe system both for the job itself and getting to and from the site. Each member of the group must be told and understand the safety arrangements.
When acting as COSS, make sure you - have an in-date COSS qualification, listed on your Sentinel card with its expiry date show your Sentinel card to your group before starting work wear an armlet on your left arm or badge on your upper body with ‘COSS’ in white letters on a blue background, and stay with your group until the job is completed and everyone is clear of the line, or you are replaced by another COSS.
A COSS armlet
10 Uncontrolled When Printed 4 Planning the safe system
You will need to find out certain information about the job, the site and the people involved in order to set up the most suitable safe system. This will include - 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 the lines at the site together with the maximum speed at which trains are allowed to travel and their normal direction the best means of contacting the signaller, nearest A&E hospital, the emergency services and, if necessary, the electrical control operator information about hazards at the site, such as electrification equipment or buried services whether red zone working is banned or restricted at the site, and the most suitable method of green or red zone working, both for the job itself and getting to and from site.
Normally this information will be given to you on a partly completed COSS form, including a pre-planned safe system. You will need to complete the form by recording any hazards which could not be checked in advance such as problems caused by the weather.
You should also be provided with - details of any line blockage, speed restriction or electrical isolation which has been arranged for your work, and the people and equipment needed to set up the safe system such as handsignallers, lookouts or fencing.
11 Uncontrolled When Printed 4 Planning the safe system
There are eight methods of green and red zone working, listed below with the safest at the top. Whenever practical your site must be a green zone. Red zone working can only be used if there is no realistic alternative and is banned in some situations.
Green Zones Safeguarded green zone, created by blocking all the lines at your site Fenced green zone, created by putting up a fence between your site and the nearest open line Separated green zone, created by making sure there is a space between your site and the nearest open line Red Zones Red zone with ATWS - an Automatic Track Warning System warns the group of approaching trains Red zone with TOWS - a Train Operated Warning System warns the group of approaching trains Red zone with LOWS - a Lookout Operated Warning System warns the group of approaching trains Red zone with Pee Wee - lookouts using Pee Wee warn the group of approaching trains Red zone with lookout - one or more unassisted lookouts warn the group of approaching trains
i The safe system must take into account the furthest possible edges of the site, not just where most of the work will be taking place most of the time.
Make sure your group can walk to and from site safely.
Where possible keep more than 3 metres (10 feet) from all lines. Otherwise protect your group from trains or provide a warning of their approach. Depending on the available clearance, this will usually involve appointing a site warden or lookout, or using a warning system if one is available.
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Before setting up a system make sure it is safe. If you believe that the planned type of green or red zone working is unsuitable, you can change it to the safest (highest) practical method from the list above. However, if this method is lower than the one planned, get permission first from your supervisor. Their name, together with the reason for the change, must be recorded on your COSS form. ! For short notice work such as an urgent fault, you will have to find out the required information yourself and decide on the safest (highest) practical system from the list. This will depend on the people and equipment available to you and, if required, whether you can arrange a line blockage directly with the signaller.
For this situation a checklist is provided towards the back of this handbook to help you plan the most suitable safe system.
Remember, whether pre-planned or not, you are responsible for the safety of the group. You must be certain that the arrangements are good enough and work must not start unless a suitable safe system has been set up.
if your site will be in a possession go to Section 5 SIGN POST if you need to block any of the lines at your site go to Section 6 otherwise go to Section 7.
13 Uncontrolled When Printed 5 Working in a possession
5.1 Possessions and worksites i A possession, also known as a T3, is a blockage of a running line, usually taken for work involving engineering trains. The Person in Charge of the Possession, known as the PICOP, normally arranges for detonators and a PLB to be placed at the possession limits. The PICOP controls train movements into and within the possession. A worksite is an area within the possession, usually with marker boards at the limits, under the control of an Engineering Supervisor, known as an ES. The ES controls train movements into and within their worksite.
An ES wears an armlet on their left arm or badge on their ENGINEERING upper body with ‘ENGINEEERING SUPERVISOR’ in blue SUPERVISOR letters on a yellow background.
Example of a simple possession -
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i Possession of a siding, known as a T4, is taken by a ‘person in charge (T4)’. You can arrange to work within their possession as long as you agree a suitable method of protection for your site.
if you are going to work in a worksite go to Section 5.3, SIGN POST otherwise read on.
5.2 If your work is not within a worksite
In this situation, treat all the lines under possession as open and set up a safe system as per the arrangements in Section 7 of this handbook. i If you are going to set up a red zone you need to understand that normal signalling is suspended between the possession limits. Trains can approach in either direction on any line, at any time, at any speed up to the maximum allowed on that line.
Fenced and separated green zones can only be used if you do not need to block any of the lines under possession, such as work in the cess or a signalling cabinet. For this reason, safeguarded green zones are not possible at all.
SIGN go to Section 7. POST
15 Uncontrolled When Printed 5 Working in a possession
5.3 If your work is within a worksite
In this situation your work must either be pre-planned or agreed by the ES. Before starting, sign the Engineering Supervisor’s certificate, also known as RT3199, and set up a suitable safe system. i There can be many dangers within a worksite such as tripping hazards from equipment and materials, work taking place overhead, high levels of background noise and, of course, trains or on-track plant. There might also be open lines next to the worksite and your safe system needs to take these into account.
You can treat the lines within a worksite as blocked and set up a green zone only if - you reach a clear understanding with the ES about all movements of engineering trains and on-track plant you are sure nobody will be put in danger by the movements the movements are authorised by the ES, and they will be made at extreme caution, no faster than walking pace.
Set up a red zone if any of these requirements cannot be met.
SIGN go to Section 7. POST
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6.1 Line blockage basics
A line can be blocked in several different ways using the arrangements known as T12 and T2. Normally blockages are pre-planned. If so you will be provided with all the necessary information and, where appropriate - the people and equipment needed for the line blockage such as a handsignaller or TCOD a partly completed T12 or T2 form a diagram showing the track layout, protecting signals, points and any level crossings which might be affected by your work, and a booking reference number to give to the signaller.
if you are going to work in a T2 shared by other groups read on, SIGN POST otherwise go to Section 6.3.
6.2 Sharing a T2
If you are going to work in a T2 shared by other COSSs, a Protection Controller, known as a PC, will make the arrangements. Before starting work, get the PC’s permission to use the T2 as part of your safe system.
A PC wears an armlet on their left arm or badge on PC their upper body with ‘PC’ in green letters on a white background.
SIGN go to Section 7. POST
17 Uncontrolled When Printed 6 Blocking the line
6.3 Protecting signals and points i Protecting signals and points can be used to make sure trains do not enter your site.
A protecting signal is usually the last signal on the approach to the site and will make any approaching train stop. However it must be a ‘stop’ signal - in other words it can be set to red or danger. There might be several protecting signals if there are points or crossovers near your site.
Example of a protecting signal on plain line -
AB123
Signal AB123 will be set to danger to stop trains reaching the site.
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Example of protecting signals where the track layout is complex -
AB123 AB125 AB127
Signals AB123, AB125 and AB127 will be set to danger to stop trains reaching the site.
Be aware, a protecting signal can be cleared to allow trains access to a line not affected by your work. i Before this happens the signaller will set the points in the right position to protect your site and route the train around or away from it.
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Example of protecting points -
600A POINTS
The position of 600A points will be set to route trains away from the site, from the Up Fast to the Up Slow.
! If you are going to take a T2 on a line with track circuit block signalling and you need to work within the first 200 metres (200 yards) beyond a signal, the previous signal has to be the protecting signal and both signals will be set to red.
In this case trains can be authorised to pass the protecting signal to gain access to a station between the two signals or shunt to another line. The signaller will inform you of any such movements.
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6.4 Communications
Good communications are vital when arranging a T12 or T2 but so is your safety. Never use a phone or radio unless you are standing still, well clear of any line on which a train might approach.
Test the phone or radio you are going to use to make sure it works properly. You might need to speak with a number of different people when taking a line blockage such as the signaller, handsignaller or signalling technician. Make sure there is an effective way of contacting those involved before work begins.
Start each conversation by giving your name, role, employer and location, and confirm you are speaking to the right person. Make sure you have all the necessary information to hand, speak clearly and use short sentences.
Always repeat back safety critical information, including details recorded on forms, to make sure it is clearly understood and agreed by both parties. If you have not heard a piece of information clearly or don’t understand something, ask for it to be repeated or explained.
Use the phonetic alphabet for details which could be spelt incorrectly or misheard such as locations and signals. Give numbers individually, for example 370 is “three seven zero” not “three hundred and seventy”.
The Phonetic Alphabet A alpha J juliet S sierra B bravo K kilo T tango C charlie L lima U uniform D delta M mike V victor E echo N november W whisky F foxtrot O oscar X x-ray G golf P papa Y yankee H hotel Q quebec Z zulu I india R romeo
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6.5 Choosing the right line blockage
A T12 can only be used if the work will not - make the blocked line unsafe for trains take more than 30 minutes to complete involve more than six people or more than one group activate any level crossing, or cause any signal to change aspect. i So you cannot, for example, use T12 to replace a fishplate or put equipment foul of the line. As T12 relies on the signaller placing signal(s) to danger, make sure your group will be properly protected taking into account things like the complexity of the track layout.
Use a T2 to block a line if your work might make it unsafe for trains. No engineering trains or on-track plant can be used on the blocked line. Choosing the right T2 depends on the type of signalling used on the lines at your site and, to some extent, the nature of your work. There are several different methods -
Blockage Signalling Protection T2A track circuits apply a TCOD T2D any disconnect signalling equipment T2H any position handsignaller or PLB absolute block block indicator to ‘train on line’ tokenless block acceptance switches to ‘normal’ T2T token worked take the token single line T2X any signals, but only in an emergency
if you are going to take a T2 go to Section 6.7, SIGN POST otherwise read on.
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6.6 Taking a T12
Contact the signaller controlling the line(s) you need to block. Give them your booking reference number if you have one.
Reach a clear understanding with the signaller about the arrangements for the T12 including - the nature of the work the locations between which the work is to take place the line(s) to be blocked the protecting signal(s) or points involved the time required for the work and a call back time, and the contact details and the method of communication which has to be available throughout the work.
Make sure the arrangements include all possible routes into your site. This is very important if trains can travel in both directions on the line(s) concerned or there are points nearby. i At some locations the lines are controlled by different signal boxes. In this case, if you need to block more than one line, you might have to make arrangements with both signallers and take separate T12s.
Record the details in Part A of the T12 form.
The signaller will confirm with you that all trains have passed clear of the portion of line involved or ask you to wait until they have done so, and then - put all necessary signals to danger set all necessary points in the correct position, and place reminder appliances.
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The signaller will then give you an authority number - record it on the T12 form.
The T12 has now been granted
SIGN go to Section 7. POST
6.7 Taking a T2
Contact the signaller controlling the line(s) you need to block. Give them your booking reference number if you have one.
Reach a clear understanding with the signaller about the arrangements for the T2 including - the type of T2 to be used the nature of the work the locations between which the work is to take place the line(s) to be blocked any protecting signal(s) or points whether the blockage will be given up to allow trains to pass the time by which the blockage will be given up or suspended, and the contact details.
Make sure the arrangements include all possible routes into your site. This is very important if trains can travel in both directions on the line(s) concerned, there are points nearby or single line working is in operation. i At some locations the lines are controlled by different signal boxes. In this case, if you need to block more than one line, you might have to make arrangements with both signallers and take separate T2s.
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Record the details in Part A of the T2 form.
The signaller will confirm with you that the relevant portion of line is clear of all trains (unless they are stabled on a platform line) and then - put all necessary signals to danger or ask you to arrange for this to be done by operating a signal post replacement switch set all necessary points in the correct position place reminder appliances, and ask you to make any other arrangements required for the T2.
These arrangements have to remain in place until the work is finished, suspended or, if the controlling signal box closes during the work, until it reopens. ! See Section 15.4 about giving up a T2T on a token working single line. i Remember that a T2 is not granted until all the arrangements have been completed - so treat the relevant lines as open. Make sure that everyone involved in setting up the T2 is properly protected particularly if adjacent lines are to stay open.
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6.8 Signal Post Replacement Switches
Signal Post Replacement Switches, sometimes known as SPRS, are used to put a ‘stop’ signal to danger when this cannot be done by the signaller.
If this is required, instruct someone to - check the aspect of the signal and tell the signaller if it is already at danger ask the signaller for permission to switch the signal to danger operate the switch, check that the signal is at danger and tell the signaller.
6.9 Red flag or red light
Place a red flag or, in darkness or poor visibility, a red light in the four-foot close to the site in clear view of any approaching train. Do this at both ends of your site if trains can approach from either direction.
6.10 Stabled trains
If a platform line is to be blocked and a train is stabled on it, provide protection on the platform side of the train.
Make sure that a ‘NOT TO BE MOVED’ board or red flag or, in darkness or poor visibility, a red light is attached alongside any cab from which the train could be driven.
Record this protection in Part C of the T2 form.
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If you are going to take - SIGN POST a T2A read on a T2D go to Section 6.12 a T2H go to Section 6.13 a T2T go to Section 6.14 a T2X go to Section 6.15.
6.11 T2A
T2A involves the use of one or more Track Circuit Operating Devices, known as TCODs.
Examples of TCODs
A T2A can only be used if - its use at the location is authorised in the Sectional Appendix the necessary signalling equipment is working properly there is a suitable signal on the approach to your site which can be put to danger the work will not affect the relevant track circuit, and you are trained to use a TCOD or you have someone with you who is.
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Reach a clear understanding with the signaller as to where each TCOD is to be applied and then - confirm that the relevant track circuit is ‘clear’ attach the TCOD with the signaller’s permission, and then confirm that the track circuit now shows ‘occupied’. ! If a stabled train is occupying the only appropriate track circuit, the train can act as a TCOD as long as the arrangements in Section 6.10 are applied.
if you are going to use a trolley go to Section 6.16 SIGN POST if your work could affect a level crossing go to Section 6.17 otherwise go to Section 6.18.
6.12 T2D
T2D involves the disconnection of signalling equipment. This type of T2 can only be used if you are qualified to disconnect signalling equipment or you have someone with you who is.
After obtaining the signaller’s permission, arrange for the necessary signalling equipment to be disconnected.
if you are going to use a trolley go to Section 6.16 SIGN POST if your work could affect a level crossing go to Section 6.17 otherwise go to Section 6.18.
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6.13 T2H
T2H involves the use of handsignallers, detonators and, sometimes, PLBs. There are several different options depending on the situation.
At a protecting signal equipped with a phone you can either - arrange for a handsignaller to display a red handsignal and place three detonators on the same rail 20 metres (20 yards) apart, with the first one at the signal and the other two beyond it, or instruct someone to place a PLB in the four-foot and three detonators on the same rail 20 metres (20 yards) apart, with the first one next to the PLB and the other two beyond it.
Examples of a T2H using a protecting signal -
AB123 AB123
with a handsignaller displaying with a possession limit a red flag at AB123 signal board at AB123 signal
! If a protecting signal does not have a phone, position the handsignaller in the controlling signal box.
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! One handsignaller can be used to take a T2H of adjacent lines with the same direction of travel. The handsignaller has to display a red handsignal at one of the protecting signals but still place detonators on all the blocked lines. More than one handsignaller would be required if the protecting signals are not alongside each other.
Example of a T2H on two adjacent lines in the same direction -
AB123 AB125
A handsignaller displaying a red flag at AB123 signal with detonators at both AB123 and AB125 signals.
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If there is no suitable protecting signal, you can arrange for a handsignaller to - display a red handsignal at the start of the site and place three detonators on the same rail 20 metres (20 yards) apart and another ‘distant’ handsignaller to -
display a red handsignal 2 km (114 miles) away on the approach to the site, and place three detonators on the same rail 20 metres (20 yards) apart.
Example of a T2H using a distant handsignaller -
! If the 2 km distance falls within a tunnel, position the handsignaller at the end of the tunnel furthest from the site.
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At protecting points you can instruct someone to - place a PLB in the four-foot and three detonators on the same rail 20 metres (20 yards) apart, with the first one next to the PLB and the other two beyond it. This protection must be clear of any points or through crossing required for train movements.
Example of a T2H using protecting points -
600A points
The position of 600A points will be set to route trains away from the site, from the Up Slow to the Up Fast.
if you are going to use a trolley go to Section 6.16 SIGN POST if your work could affect a level crossing go to Section 6.17 otherwise go to Section 6.18.
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6.14 T2T
There are three different types of T2T depending on the signalling system.
On tokenless block lines, get an assurance from the signaller that - the acceptance switches are at and will be kept in the ‘normal’ position, and the necessary signals have been placed and will be kept at danger.
On absolute block lines, get an assurance from the signaller that - the block indicator has been placed and will be kept at ‘train on line’, and the necessary signals have been placed and will be kept at danger.
HOME SECTION SIGNAL SIGNAL
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! If your site is within station limits but beyond the clearing point, the signaller does not need to place the block indicator to ‘train on line’ and therefore you will not get an assurance.
On single lines worked by token - obtain the token either from an instrument or the signal box, as agreed with the signaller.
Example of a token
! If your site is within station limits but beyond the clearing point, you do not need to obtain the token. Signals will be kept at danger instead.
if you are going to use a trolley go to Section 6.16 SIGN POST if your work could affect a level crossing go to Section 6.17 otherwise go to Section 6.18.
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6.15 T2X
T2X relies on signal protection and can only be used if - the signaller needs you to deal with a problem which is affecting the passage of trains the work will not make the line unsafe for trains no obstructions will be placed foul of the line no other type of T2 is practical, and the signal box will remain open for the duration of the T2X. i As T2X relies on the signaller placing signal(s) to danger, make sure your group will be properly protected taking into account things like the complexity of the track layout.
if your work could affect a level crossing go to Section 6.17, SIGN POST otherwise go to Section 6.18.
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6.16 Using a trolley
With the agreement of the signaller, a T2 can be used to protect trolleys and authorised equipment on wheels/runners as long as - the trolley or equipment is not motorised T2X is not used, and there is no fog or falling snow, unless it is an emergency.
Make sure you - agree with the signaller whether any movements will be made in the wrong direction, and tell the signaller when the trolley arrives at a signal box or signal with a phone.
Don’t allow the trolley to - move outside the T2 move in the wrong direction to within 400 metres (440 yards) of the protecting signal move over any points unless they are set in the correct position and, if necessary, secured pass any signal at danger without the signaller’s authority, or pass over any track circuit or treadle at the entrance or exit of a tokenless block line section.
if the trolley could affect a level crossing read on, SIGN POST otherwise go to Section 6.18.
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6.17 Level crossings
You will need to make sure that road traffic can still use any level crossing which could be affected by your work. This will involve you agreeing arrangements with the signaller. These will depend on the type of crossing and must be recorded in Part B of the T2 form.
At Automatic Half Barrier (AHBC) crossings - arrange for a Level Crossing Attendant to control the crossing.
At Remotely Controlled (RC) or CCTV crossings - arrange for a Level Crossing Attendant to be provided.
At Automatic Open Crossings, Locally Controlled (AOCL) - instruct someone to switch off the road traffic signals and warning siren or bells.
At Automatic Barrier Crossings, Locally Controlled (ABCL) - instruct someone to switch off the road traffic signals and warning siren or bells, and leave the barriers raised. ! Also, if you are using a trolley don’t allow it to - pass over a manned crossing unless it is closed to road traffic come within the controls of any AOCL or ABCL crossing, or pass over a crossing with green and red warning lights unless you have confirmed that it is safe to do so.
6.18 After completing the arrangements
Inform the signaller when you have completed the arrangements for your T2. The signaller will give you an authority number - record it in Part D of the T2 form.
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7.1 Train movements
Treat all lines as open and assume that trains might approach on any line at any time unless - you have arranged for the relevant line(s) to be blocked you have obtained permission from a Protection Controller to use a T2 which they have arranged, or you have signed into an Engineering Supervisor’s worksite and the requirements for setting up a green zone, detailed in Section 5.3, are complied with.
7.2 Speed restrictions
The highest speed at which trains are allowed to travel on a line can be reduced by applying either a Temporary or Emergency Speed Restriction, known as a TSR or ESR. These can only be set up by a qualified person and TSRs are usually pre-planned.
You can only rely on a speed restriction that has been set up especially for your work.
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7.3 Setting up your safe system
Your safe system will involve one of the eight types of green or red zone working, listed below with the safest at the top -
safeguarded green zone, created by blocking all the lines SIGN POST at your site in this case go to Section 7.4.
fenced green zone, created by putting up a fence between your site SIGN POST and the nearest open line in this case go to Section 7.5.
separated green zone, created by making sure there is a space SIGN POST between your site and the nearest open line in this case go to Section 7.6.
red zone with ATWS - an Automatic Track Warning System warns the SIGN POST group of approaching trains red zone with TOWS - a Train Operated Warning System warns the group of approaching trains red zone with LOWS - a Lookout Operated Warning System warns the group of approaching trains red zone with Pee Wee - lookouts using Pee Wee warn the group of approaching trains red zone with lookout - one or more unassisted lookouts warn the group of approaching trains if you are going to work in a red zone go to Section 7.7.
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7.4 Safeguarded green zones
A safeguarded green zone has been created if you have arranged for all the lines at your site to be blocked.
if there is OLE at the site go to Section 8 SIGN POST if there are conductor rails at the site go to Section 9 otherwise go to Section 10.
7.5 Fenced green zones
A fenced green zone is created by putting up temporary fencing between your site and the nearest open line.
There are three different types of fence - a safety barrier, made of rigid spars, planks or tensioned webbing, and strong enough to hold back anyone falling against it plastic netting, often known as ‘netlon’, and barricade tape.
There must be a space between the fence and the nearest open line. The minimum size of this space depends on the type of fence and the maximum speed of trains on that line -
Maximum speed of trains on nearest open line 0-40 mph 41-100 mph over 100 mph
at least at least at least Safety barrier 1.25m (4ft) 1.25m (4ft) 2m (6ft6) from nearest open line from nearest open line from nearest open line Plastic netting or at least at least at least 1.25m (4ft) 2m (6ft6) 2m (6ft6) barricade tape from nearest open line from nearest open line from nearest open line
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Examples of fenced green zones using a safety barrier -
in the cess on a blocked line
Examples of fenced green zones using plastic netting -
in the cess on a blocked line
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Make sure the fencing runs throughout the site, including the ends if necessary, although a break can be provided when people need to cross the line. Breaks must be provided at least every 40 metres (40 yards) if the fence is to be left in position when work is not taking place.
If a safety barrier is to be used, it must be - blue, or yellow and black stripes of a type approved by Network Rail high enough to prevent people falling over it, and put up as shown in the instructions.
Other fences must - be made of blue plastic netting or two rows of 75-150 mm wide, yellow and black striped barricade tape be about 1 metre high but not more than 915 mm above the rail if it is within 2 metres (6ft6) of an open line have uprights at least every 2 metres (6ft6) fixed firmly enough for the base not to move if normal hand pressure is applied, and not move to within the minimum distance from a line if the wind blows or a train goes past. i Make sure that a safe system is set up to protect the people putting up the fence. This will usually involve blocking the nearest lines on both sides of the fence or giving a warning of approaching trains.
If uprights need to be driven into the ground, checks must be carried out to make sure there are no buried cables or pipes nearby.
if there is OLE at the site go to Section 8 SIGN POST if there are conductor rails at the site go to Section 9 otherwise go to Section 10.
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7.6 Separated green zones
There are three types of separated green zone and they can be created by - making sure there is a space of at least 3 metres (10 feet) between the site and nearest open line making sure there is a space of at least 2 metres (6ft6) between the site and nearest open line, and having no more than one other person with you, or making sure there is a space of at least 2 metres (6ft6) between the site and nearest open line, and appointing one or more site wardens.
Make sure that - the space provided is big enough nobody will need to move into it, and the system is safe for the type of work, the number of people in the group and their experience.
Example of a separated green zone -
A 3 metre (10ft) space provided on both sides of a green zone, with a blocked line within the site.
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Examples of separated green zones -
A COSS plus one other person A larger group with a site warden (left) in the cess and (right) on a blocked line. (left) in the cess and (right) on a blocked line.
The job of a site warden is to warn anyone who strays beyond the safe limits of the green zone into the space.
Make sure each site warden - wears an armlet on their left arm or badge on their SITE upper body with ‘site warden’ in blue letters on a WARDEN white background is not distracted and has no other duties
and has with them - their Sentinel card, including in-date PTS and lookout qualifications a whistle or horn a red flag or, in darkness or poor visibility, a handlamp which can show a red light at least six, in-date detonators, and on lines with track circuits, a track circuit operating clip.
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As the COSS you can also act as site warden as long as you meet all the requirements listed on the previous page.
Make sure each site warden can clearly see all the people they need to watch and knows - where to stand where the safe limits of the green zone are who they need to warn, and the method of warning.
if there is OLE at the site go to Section 8 SIGN POST if there are conductor rails at the site go to Section 9 otherwise go to Section 10.
7.7 Red zone working
Red zone working can only be used if there is no realistic alternative. It is banned altogether - at locations listed in Network Rail’s Hazard Directory if the maximum speed of trains on the relevant line is more than 125 mph if the group would have to cross more than two open lines to reach the position of safety if the group would have to walk more than 25 metres (25 yards) along the line to reach the position of safety, or if the required warning time is more than 45 seconds. Set up a green zone in any of the these situations.
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i At some locations red zone working is only allowed if an Automatic Track Warning System is used. There are also places where a line must be blocked to create a position of safety. Details are given in the Hazard Directory along with other information which might affect the safety of red zone working, for example limited sighting distance.
7.8 Position of safety
A position of safety is a place where it is safe to stand whilst a train is passing and must be at least - 1.25 metres (4 feet) from any line on which a train might approach, or 2 metres (6ft6) if the maximum speed of trains on that line is between 101-125 mph.
Examples of positions of safety in the cess
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Examples of positions of safety on a blocked line
Make sure there is enough space for everyone in the group together with their tools and equipment. If any lightweight equipment is to be left on the ground whilst a train is passing, it must be at least 2 metres (6ft6) from the line irrespective of the speed. i Remember these are minimum distances. The faster the train, the further away your group should be. This is also true if, for example, the underfoot conditions are difficult, the nearest line is on a curve or the weather is bad.
If you are using refuges you might need to tell each member of the group which refuge to use, to avoid everyone going to the same one.
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7.9 Warning your group that a train is approaching
If you are working in a red zone you will need to provide enough prior warning of a train to make sure that every member of your group is in a position of safety at least 10 seconds before the train passes.
This is the ‘required warning time’ and depends on - the work being undertaken the time it will take the group to stop work and move to the position of safety with their tools the number of lookouts or type of warning system involved, and the maximum speed of trains. i Towards the back of this handbook is a form which will help you to work out the required warning time
Remember, red zone working is banned if the required warning time is more than 45 seconds. In this case a different safe system has to be set up.
You will then need to use the Sighting Distance Chart to find out the ‘required sighting distance’ - this is how far the lookout(s) needs to be able to see or where the train detectors for an ATWS need to be positioned for the group to have the required warning time.
Whatever method of red zone working you are using, the required warning time must be provided. i Make sure that a warning will be given of all trains approaching your site. This is very important if trains can travel in both directions on lines at the site, there are points nearby or single line working is in operation. You might need to contact the signaller to find out this information.
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7.10 Sharing lookouts or a warning system
If you arrive at your site and find that other groups are already working there, you can agree with the other COSSs to share their lookouts or warning system.
You will need to - make sure that there is enough warning time for your work confirm how the warning will be given agree what will happen if the other groups finish their work first, and decide which COSS is in charge of the lookouts or warning system.
if you are going to use an ATWS read on SIGN POST if you are going to use TOWS go to Section 7.12 if you are going to use LOWS, Pee Wee or unassisted lookouts go to Section 7.13.
7.11 Using an Automatic Track Warning System i Automatic Track Warning Systems, known as ATWS, detect trains by means of treadles or sensors attached to the rail.
If your group is to be warned by an ATWS, it might be set up just for your work or, if one is available, a fixed system could be used. Either way, ATWS must be operated by a qualified person who will tell you the limits of the area covered by the system and the method of warning. i Installing an ATWS is a work activity in itself. This must be carefully planned and a safe system provided, usually requiring a line blockage.
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ATWS can give warnings in several different ways depending on the system in use. These include flashing lights, sirens and personal warning equipment worn by each member of the workgroup.
Examples of ATWS warning equipment
Some systems make a sound from time-to-time to confirm they are working properly.
When a warning is given either a train is approaching or, rarely, the system might have failed. The group must go to the position of safety straight away.
If the relevant trains pass, the warning stops and the site is safe, you can allow work to restart.
If no train appears within a reasonable time, assume the system has failed. Keep the group in the position of safety whilst you find out what has happened and, if necessary, set up a different safe system.
if there is OLE at the site go to Section 8 SIGN POST if there are conductor rails at the site go to Section 9 otherwise go to Section 10.
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7.12 Using a Train Operated Warning System
Train Operated Warning Systems, known as TOWS, are available at places shown in the Sectional Appendix. They use track circuits to detect trains and the warning is given by a siren.
Don’t use TOWS if - a warning is being given all the time because of a stationary or slow moving train, or an ATWS is in use at your site.
TOWS will not give a warning if the approaching train - has passed a signal at danger, or is making a movement not controlled by a signal, for example a ‘wrong direction’ movement. i Some TOWS do not give warnings of all train movements. Details are usually provided on or near the controls. In this case you might need to appoint lookouts as well as using the system. Also, make sure the system provides enough warning time.
Examples of TOWS controls and (right) a warning siren
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After switching on the TOWS, don’t leave the position of safety until the safe tone is heard - this is a sound made every 2-7 seconds to confirm that the TOWS is working properly.
When a continuous warning is heard, a train is approaching. The group must go to the position of safety straight away and stay there until the warning has stopped and the safe tone starts again.
Assume the system has failed if - no train appears within a reasonable time after a continuous warning is heard, or there is no sound at all from the TOWS.
In either case keep the group in the position of safety whilst you find out what has happened and, if necessary, set up a different safe system.
Inform the signaller if you think the TOWS has failed.
if there is OLE at the site go to Section 8 SIGN POST if there are conductor rails at the site go to Section 9 otherwise go to Section 10.
7.13 Using lookouts
Make sure each lookout - wears an armlet on their left arm or badge on their upper body with ‘lookout’ in red letters on a white LOOKOUT background is not distracted and has no other duties
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and has with them - their Sentinel card, including in-date PTS and lookout qualifications a card giving their qualifications for any special equipment they will be required to use, such as LOWS a whistle or horn a red flag or, in darkness or poor visibility, a handlamp which can show a red light a blue and white chequered flag if required at least six, in-date detonators, and on lines with track circuits, a track circuit operating clip.
As the COSS you cannot also act as lookout even if you meet all the requirements listed above.
Tell each lookout the direction(s) from which trains will approach and who they have to warn. Make sure each lookout is positioned in the safest possible place and can clearly see the required sighting distance or other lookouts, as necessary. i Looking out requires total concentration and can be a tiring job. You should monitor each lookout carefully and provide rest breaks or a relief at regular intervals.
Make sure their mobile phone and other similar equipment is switched off.
if you are going to use LOWS read on, otherwise go to Section 7.15. SIGN POST
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7.14 Using a Lookout Operated Warning System
If your group is to be warned by a Lookout Operated Warning System, known as LOWS, the equipment must be operated by specially trained lookouts working from a position of safety. i Some LOWS equipment has to be installed before it can be used. This is a work activity in itself and a safe system must be provided.
LOWS can give warnings in several different ways depending on the system in use. These include flashing lights, sirens and personal warning equipment worn by each member of the workgroup.
Examples of LOWS warning equipment and (right) a warning trigger switch
When a warning is given either a train is approaching or, rarely, the system might have failed. The group must go to the position of safety straight away.
If the relevant trains pass, the warning stops and the site is safe, you can allow work to restart.
If no train appears within a reasonable time, assume the system has failed. Keep the group in the position of safety whilst you find out what has happened and, if necessary, set up a different safe system.
if there is OLE at the site go to Section 8 SIGN POST if there are conductor rails at the site go to Section 9 otherwise go to Section 10.
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7.15 The different roles of a lookout
Site lookouts
Position at least one site lookout to warn the group of approaching trains. You will need to decide how many site lookouts are required, tell each one who they are going to warn and make sure they can see these people clearly. Also choose a method of warning, such as whistle or horn.
Lookouts at noisy sites
If the site is noisy and the group might not hear a normal warning, you will have to make different arrangements.
Some noisy equipment has a built-in warning system, usually allowing specially trained lookouts to turn the equipment off with a remote switch. Use it if available.
Otherwise the lookout(s) must warn the relevant group members by touch. These are known as touch lookouts.
Extra lookouts and Pee Wee
If you cannot see the required sighting distance from the site, you will need to appoint extra lookouts.
Position a distant lookout far enough from the site to see the required sighting distance.
If the equipment is available and the lookouts are trained to use it, use a Pee Wee system to communicate between the distant lookout and those on site. i Installing Pee Wee is a work activity in itself and a safe system must be provided.
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Otherwise, when a train approaches, the distant lookout must wave their chequered flag. The lookout(s) on site will then warn the group and acknowledge.
If the distant lookout might not be seen clearly if they were far enough away to see the required sighting distance, position an intermediate lookout between the distant lookout and the site.
When the distant lookout waves their chequered flag, the intermediate lookout must wave theirs. The lookout(s) on site will then warn the group and acknowledge.
Make sure distant and intermediate lookouts stay in a position of safety unless the site is moving and they need to get around an obstruction.
Be aware, you cannot use - more than one intermediate lookout in any one direction, or more than four distant and intermediate lookouts in total.
Examples of sites with distant and intermediate lookouts -
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If more lookouts would be needed, use a different safe system for your site.
7.16 Using lookouts in darkness or poor visibility
Lookouts can only be used in darkness or poor visibility if - they are assisted by LOWS or Pee Wee, or the maximum speed at which a train could approach is 20 mph and no distant lookouts are needed, or your site is within a worksite and the Engineering Supervisor has agreed that trains will not move faster than 20 mph.
if there is OLE at the site go to Section 8 SIGN POST if there are conductor rails at the site go to Section 9 otherwise go to Section 10.
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Assume that overhead line equipment, known as OLE, is live and dangerous.
Work can take place with the electricity still on but only if you are certain that no member of your group or anything they are using will go within 2.75 metres (9 feet) of any live parts of the OLE. If this is not possible, the electricity must be switched off and the relevant parts of the OLE isolated. ! 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.
Isolations are usually pre-planned and can only be carried out by a Nominated Person, known as an NP.
You cannot start work until the NP has confirmed - which parts of the OLE have been isolated and are safe to approach which parts, if any, are still live and dangerous the limits within which it is safe to work the type of work which can be carried out, and the time by which your work must be finished.
The NP will then give you an Overhead Line Permit, known as a Form C, which you both need to sign. Keep it with you until the work is finished or another COSS takes over from you. i Remember, non-electric trains and on-track plant could still approach even with the overhead line isolated.
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A typical overhead line structure with the live parts highlighted in red.
if there are conductor rails at the site go to Section 9, SIGN POST otherwise go to Section 10.
59 Uncontrolled When Printed 9 Working on lines with conductor rails
Assume conductor rails, sometimes known as third rails, are live and dangerous. i Take extra care in wet conditions. Standing water, such as a puddle, could be live if it is in contact with a conductor rail.
Work can take place with the electricity still on but only if - insulated tools, equipment, shrouds or troughing and the appropriate PPE are used as necessary, and you are certain that no member of your group or anything they are using might touch a live rail.
If this is not possible, the electricity must be switched off and the relevant conductor rails isolated.
Never put a trolley onto a line with a live conductor rail.
Isolations are usually pre-planned and, depending on whether a possession has been taken, can only be carried out by an Engineering Supervisor or authorised person.
You cannot start work until they have confirmed - which conductor rails have been isolated and which, if any, are still live and dangerous the limits within which it is safe to work, and the time by which your work must be finished.
The ES or authorised person will then give you a Conductor Rail Permit which you both need to sign. Keep it with you until the work is finished or another COSS takes over from you. i Remember, non-electric trains and on-track plant could still approach even with the conductor rails isolated.
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An electrified line with a ‘third rail’. This system is used on many lines in Southern England and Merseyside. The live rail is highlighted in red.
An electrified line with a third and fourth rail. This system is usually found around London, on lines used by Underground trains. The live rails are highlighted in red.
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10.1 Sentinel cards
Before starting work, make sure each member of your group has with them a valid Sentinel card. Their PTS, including AC and DC if necessary, together with medical and other relevant qualifications must be in-date and listed on the card.
Contact the NCCA (National Competency Control Agency) to check - any Sentinel card which is damaged or unreadable, and any temporary card.
The NCCA’s phone number is 0870 162 7979.
10.2 Track Visitor Permits
If it has been agreed that a non-PTS holder can go onto the railway, you might be asked to issue a Track Visitor Permit. In this case the visitor must - give you a letter telling you that their visit onto the railway has been approved be briefed by you on the safe system sign and keep the Track Visitor Permit, and stay with you at all times. i Track visitors are only allowed to work in green zones.
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Before starting work, make sure each member of your group fully understands the safe system.
You will need to tell the group - 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 the lines at the site together with the maximum speed at which trains are allowed to travel and their direction which lines have been blocked and which remain open the best means of contacting the signaller, nearest A&E hospital, 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 any lines are electrified and which parts are isolated or live the method of green or red zone working, both for the job itself and getting to and from site.
For green zone working, also tell the group - the safe limits of the green zone and how they are defined, and where relevant, who the site warden(s) is and their method of warning.
For red zone working, also tell the group - where the position of safety is the method of warning, and where relevant, who the site and touch lookouts are, and where they are positioned.
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i If the safe system uses a site warden, warning system or lookout, test the warning to make sure everyone receives it properly.
Make sure each member of the group confirms they understand the safe system by signing side 2 of the COSS form and recording their Sentinel card number and role on site. You must also sign the form.
You can now allow work to start.
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12.1 Checking the safe system
As the COSS it is your job to make sure that the group is not put in danger by trains. Carry out your duties until the work is finished and everyone is well clear of the line, or you are replaced by another COSS.
Keep checking that the safe system is good enough, especially if the site is moving or something changes such as the weather.
If you need to alter the safe system, stop the work straight away and make sure everyone is within the green zone or, if a red zone is in use, a position of safety.
Work can only start again after the group has been briefed and everyone fully understands the new arrangements.
12.2 When a train is approaching
When a warning is given that a train is approaching, everyone in the group must stop work straight away and, if they are not already there, go to the position of safety.
Site and touch lookouts must give an urgent warning if anyone does not move immediately.
Take tools and materials to the position of safety unless you are certain that they are too heavy to be moved by the slipstream of the train and they are well clear of the line.
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Each member of the group has to stand still and acknowledge any warning from the lookout(s) or train driver by raising their arm. Stay in the position of safety until you have confirmed that no other trains are approaching and it is safe for work to start again.
12.3 When a site warden gives a warning
If a site warden warns someone that they are straying beyond the safe limits of the green zone, the person must move back into the green zone straight away. The site warden must give an urgent warning if they do not move immediately. i Find out why the person strayed. Perhaps the green zone is not big enough for the work, in which case you will need to review the safe system.
12.4 Updating the signaller
If you have taken a line blockage, keep the signaller informed about progress with the work especially if there are problems and you might not be able to give up the blockage on time.
12.5 Change of COSS
If there is to be a change of COSS, the COSS going off duty has to make sure the new COSS fully understands the safe system, including the arrangements for any T2 or electrical isolation.
The COSS going off duty must also - tell the group who the new COSS is
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and, where relevant - complete Part E of the T2 form and give the form to the new COSS who then tells the signaller that they are taking over complete Part 2 of the Overhead Line Permit and give the permit to the new COSS who then tells the Nominated Person that they are taking over complete Part 2 of the Conductor Rail Permit (Procedure A) and give the permit to the new COSS who then tells the Engineering Supervisor that they are taking over complete Part 2 of the Conductor Rail Permit (Procedure B), tell the authorised person who is taking over and give the permit to the new COSS tell the PC who is taking over sign out on the Engineering Supervisor’s certificate. ! No change of COSS is allowed if the work is taking place in a T12.
12.6 Using a trolley
If a trolley is being used in a T2, the person in charge of it must make sure - the gradient of the line is not steeper than 1 in 50 a red flag or, in darkness or poor visibility, a red light is displayed on the trolley in clear view of any train approaching in the normal direction the trolley is properly loaded and does not foul any open line the brakes are in good order at least two people control the trolley’s movement, with one of them in charge of the brake, and nobody rides on the trolley.
As the COSS, it’s your job to make sure the person in charge of the trolley understands these responsibilities.
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12.7 Changing the arrangements for a T2
Sometimes, if there is a need to run trains, you might be asked to change the limits of your T2 during the work but only if - the details have been agreed in advance and published in the Weekly Operating Notice, or in an emergency, the change is agreed by the Network Rail Area Operations Manager.
12.8 If a worksite is to be given up
If you are working in an Engineering Supervisor’s worksite but the ES needs to give it up, you can continue with your work as long as you - sign out on the Engineering Supervisor’s certificate, and set up a safe system which does not rely on the worksite protection arrangements.
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Make sure your safe system remains in place until - the work is finished or suspended, and everyone is well clear of the line.
Take away all your tools, equipment and materials or make sure they are properly secured, including the wheels of any trolley you have been using.
Where relevant, also - make sure all Track Visitor Permits are returned to you turn off the TOWS as long as nobody else is using it sign out on the Engineering Supervisor’s certificate.
if you have an electrical permit go to Section 14 SIGN POST if a line blockage has been taken but you do not have an electrical permit go to Section 15 otherwise job done.
69 Uncontrolled When Printed 14 Giving back electrical permits
Before giving back an electrical permit, tell everyone in your group to treat all electrification equipment as live.
If the OLE has been isolated - sign Part 3 of the Overhead Line Permit and give it back to the Nominated Person
If conductor rails have been isolated - sign Part 3 of the Conductor Rail Permit and give it back to the Engineering Supervisor or authorised person, as appropriate.
All electrification equipment is now live.
if a line blockage has been taken go to Section 15, SIGN POST otherwise job done.
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15.1 Telling your group
Before giving up a line blockage, tell everyone in your group to treat all lines as open and assume trains might approach on any line at any time.
if you are working in a T2 shared by other groups go to Section 15.3 SIGN POST if you have taken a T2 go to Section 15.4 if you have taken a T12 read on.
15.2 T12
When your work is finished and the line is clear, contact the signaller to arrange for the T12 to be given up. Tell them your authority number and complete Part B of the T12 form.
The T12 has now been given up, all lines are open and trains might approach at any time.
job done. SIGN POST
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15.3 Shared T2s
When your work is finished or the T2 is to be suspended to allow a train to pass, make sure that the line is clear and safe for trains to run before the blockage is given up.
Having done so, tell the Protection Controller that the line is clear and safe, and you no longer need the protection arrangements.
Assume that the T2 has now been given up, all lines are open and trains might approach at any time.
job done. SIGN POST
15.4 T2
When your work is finished or the T2 is to be suspended to allow a train to pass, make sure that the line is clear and safe for trains to run before the blockage is given up.
Having done so, tell the signaller - your authority number that the line is clear and safe, and you no longer need the protection arrangements.
The signaller will then ask you to withdraw the protection. Where relevant, arrange for - the red flag or red light at the site to be removed the ‘NOT TO BE MOVED’ board, red flag or red light to be removed from the stabled train level crossings to be returned to normal working, and signal post replacement switches to be put back to ‘automatic’ 72 Uncontrolled When Printed 15 Giving up a line blockage
and, for a T2A , also - remove the TCOD(s) and confirm with the signaller that the track circuit then shows ‘clear’
for a T2D - arrange for a qualified person to reconnect the signalling equipment
for a T2H - arrange for any handsignaller(s), possession limit boards and detonators to be withdrawn
or, for a T2T on a token worked single line - return the token to the signalbox at either end of the section or restore it at an instrument, as agreed with the signaller. ! If the signal box is closed, you can still give up the T2T as long as you record the details in the Train Register and place the token on top of it. i No additional action is required, on your part to give up a T2T on an absolute block or tokenless block line, or a T2X.
Make sure that everyone involved in giving up the T2 is properly protected particularly if adjacent lines have remained open during the blockage.
Inform the signaller when all the relevant actions have been taken and complete Part G of the T2 form.
The T2 has now been given up, all lines are open and trains might approach at any time.
job done. SIGN POST
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15.5 Retaking a T2
If you need to retake a T2 after it has been suspended, you will need to repeat all the arrangements for the relevant type of T2, as detailed in Section 6 of this handbook.
The signaller will give you a new authority number each time the T2 is retaken. Record it in Part D of the T2 form.
If the arrangements are changed or the T2 is retaken more than three times, a new T2 form will have to be completed.
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Information on Sentinel cards
A Sentinel card lists the holder’s track safety qualifications and important medical details. There are many different qualifications but, as a COSS, you might need to know any of the following -
Code Qualification/information PTS Personal Track Safety for non-electrified lines PTS AC/DC Personal Track Safety for electrified lines TRK IND Track induction LKT Lookout or site warden LKT (P) Lookout trained to use Pee Wee LKT (K) Lookout trained to use kango warning equipment COSS Controller of Site Safety (P) COSS Probationary COSS PC Protection Controller ES Engineering Supervisor AOD: HS Handsignaller AOD: LXA Level crossing attendant AOD: PO Points operator The card holder must not go on or near the line alone The card holder does not have normal colour vision The card holder has only recently passed their first PTS course
CARD EXPIRES: 30/07/06(P) TYPE EXPIRES MEDICAL 26/09/09 PTS AC/DC 30/07/06
Card number 12907655 Expiry dates Tony Clarke Qualifications Name of card holder Other details
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Checklist to help plan a safe system i This checklist can be used to help plan a safe system or check one which has been pre-planned. Be aware, there might be other points you need to consider depending on the location, work or people in your group.
Things to consider Considered
What is the location of the work? What is the nature of the work?
Information from the Hazard Directory Is red zone working prohibited at the location? Are there are buried services, such as gas, water or electricity?
Information about the site What is the maximum speed and normal direction of trains at the site? (This information can be found in the Sectional Appendix) Are any of the lines electrified? Is an electrical isolation needed? What other arrangements might be needed? Where is the access point and how will the group get to site? What are the limits of the site and how are they defined? What hazards are there on site, other than those in the Hazard Directory? Is the cess obstructed? Is there restricted sighting? Are there any limited clearances? Will the work create any hazards, such as smoke or loud noise?
Information about line blockages Do you need to block any lines? Has a blockage been pre-planned? Is there a reference number? What kind of blockage - T12 or T2A/D/H/T/X? What type of signalling is used on lines at the site? Do you have a site diagram showing lines, signals and points? What people or equipment will you need for a T2? T2A : How many TCODs? What type? T2D : Who will disconnect the signalling equipment? T2H : How many handsignallers? Who? What equipment will they need?
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Things to consider Considered
Information about your safe system Do you need a speed restriction? Has a TSR been pre-planned? Who will set it up? What safe system will be needed? Are you going to set up a safeguarded green zone? Are you going to set up a fenced green zone? Will you use a safety barrier, plastic netting or barricade tape? How far will it be from the nearest open line - at least 1.25m or 2m? When will it be put up and by whom? What safe system will be needed? Are you going to set up a separated green zone? How far will it be from the nearest open line - at least 2m or 3m? How many other people will be in your group - just one or more? Do you need site wardens? How many? Who? Are you going to set up a red zone? What is the required warning time and sighting distance? Where is the position of safety? How far away is it? How long will it take the group to get there? How will the warning be given? Is single line working in operation? Will there be any wrong direction movements? Will the warning be given by an ATWS? What type of ATWS will be used? Who will operate it? For a fixed system, will it provide the required warning time? For a portable system, when will it be set up and by whom? What safe system will be needed? Will the warning be given by TOWS? Will it give the required warning time and warn of all necessary train movements? Will the warning be given by LOWS? What type of LOWS will be used? Who will operate it? How many lookouts will be needed? Who are they? How will it be set up and by whom? Will a safe system be needed? Will the warning be given by lookouts? How many lookouts will be needed? Who are they? Are you also going to use Pee Wee? Who will operate it? When will it be set up and by whom? What safe system will be needed?
Emergency arrangements How would you contact the signaller in an emergency? What are the contact numbers for the relevant signal boxes, electrical control rooms and Network Rail Operations Control? What is the contact number for the nearest hospital with an Accident and Emergency Department? Do you have a precise location for your site to help the emergency services find you?
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Sighting Distance Chart (in metres)
Maximum Sighting distance, in metres (m), needed to give a warning time of Speed 15 secs 20 secs 25 secs 30 secs 35 secs 40 secs 45 secs 125 mph 900m 1200m 1400m 1700m 2000m 2300m 2600m 120 mph 900m 1100m 1400m 1650m 1900m 2200m 2500m 115 mph 800m 1100m 1300m 1550m 1800m 2100m 2400m 110 mph 800m 1000m 1300m 1500m 1800m 2000m 2300m 105 mph 800m 1000m 1200m 1450m 1700m 1900m 2200m 100 mph 700m 900m 1200m 1350m 1600m 1800m 2050m 95 mph 650m 850m 1100m 1300m 1500m 1700m 1950m 90 mph 650m 850m 1050m 1250m 1450m 1700m 1850m 85 mph 600m 800m 950m 1150m 1350m 1600m 1750m 80 mph 550m 750m 900m 1100m 1300m 1500m 1650m 75 mph 550m 700m 850m 1050m 1200m 1400m 1550m 70 mph 500m 650m 800m 950m 1100m 1300m 1450m 65 mph 450m 600m 750m 900m 1050m 1200m 1350m 60 mph 450m 550m 700m 850m 950m 1100m 1250m 55 mph 400m 500m 650m 750m 900m 1000m 1150m 50 mph 340m 500m 600m 680m 800m 900m 1050m 45 mph 320m 420m 520m 620m 720m 820m 920m 40 mph 280m 360m 460m 540m 640m 720m 820m 35 mph 240m 320m 400m 480m 560m 640m 720m 30 mph 220m 280m 340m 420m 480m 540m 620m 25 mph 180m 240m 280m 340m 400m 460m 520m 20 mph 140m 180m 240m 280m 320m 360m 420m 15 mph 120m 160m 180m 220m 240m 280m 320m 10 mph 80m 100m 120m 140m 160m 180m 220m 5 mph 40m 60m 60m 80m 80m 100m 120m
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Sighting Distance Chart (in miles and yards)
Maximum Sighting distance, in miles (m) and yards (y), needed to give a warning time of Speed 15 secs 20 secs 25 secs 30 secs 35 secs 40 secs 45 secs 125 mph 920y 1240y 1540y 1m80y 1m380y 1m700y 1m1000y 120 mph 12 mile 1180y 1480y 1 mile 1m300y 1m600y 112 mile 115 mph 860y 1140y 1420y 1700y 1m220y 1m500y 1m780y 110 mph 820y 1080y 1360y 1620y 1m140y 1m400y 1m660y 105 mph 780y 1040y 1300y 1540y 1m40y 1m300y 1m560y 100 mph 740y 980y 1240y 1480y 1720y 1m200y 114 mile 95 mph 700y 940y 1180y 1400y 1640y 1m100y 1m340y 90 mph 660y 12 mile 1100y 34 mile 1540y 1 mile 1m220y 85 mph 640y 840y 1040y 1260y 1460y 1680y 1m120y 80 mph 600y 800y 980y 1180y 1380y 1580y 1 mile 75 mph 560y 740y 920y 1100y 1300y 1480y 1660y 70 mph 520y 700y 860y 1040y 1200y 1380y 1540y 65 mph 480y 640y 800y 960y 1120y 1280y 1440y 60 mph 14 mile 600y 740y 12 mile 1040y 1180y 34 mile 55 mph 420y 540y 680y 820y 960y 1080y 1220y 50 mph 380y 500y 620y 740y 860y 980y 1100y 45 mph 340y 14 mile 560y 660y 780y 12 mile 1000y 40 mph 300y 400y 500y 600y 700y 800y 12 mile 35 mph 260y 360y 14 mile 520y 600y 700y 780y 30 mph 220y 300y 380y 14 mile 520y 600y 660y 25 mph 200y 260y 320y 380y 14 mile 500y 560y 20 mph 160y 200y 260y 300y 360y 400y 14 mile 15 mph 120y 160y 200y 220y 260y 300y 340y 10 mph 80y 100y 140y 160y 180y 200y 220y 5 mph 40y 60y 80y 80y 100y 100y 120y i 14 mile is 440 yards 34 mile is 1320 yards 12 mile is 880 yards 1 miles is 1760 yards
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Working out the required warning time
Questions Up Down What is the maximum speed of trains in mph? (include any speed restriction which has been set up especially for your work) What is the available sighting distance from the site?
If lookouts are to be used and the available sighting distance is less than the required sighting distance in any direction, a distant and possibly intermediate lookout will be required in that direction.
No more than one intermediate lookout is allowed in any one direction. No more than four distant and intermediate lookouts are allowed in total.
Things to consider Up Down How long will be needed to stop work and down tools? secs secs
How long will be needed to reach the position of safety? secs secs
Add 5 seconds if the site lookout will be looking in secs secs both directions Add 5 seconds if a distant lookout will be needed secs secs
Add 5 seconds if an intermediate lookout will be needed secs secs
plus 10 seconds to be in the position of safety before secs secs the train passes 10 10 Total warning time required secs secs What is the required sighting distance? (use the Sighting Distance Chart)
The site cannot be protected by lookouts if - the required sighting distance still cannot be achieved the required warning time is more than 45 seconds, or the required number of lookouts is not available.
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COSS
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