Hi
I'm working with a lot of railway people at the moment, and was hoping someone could clear up a bit of terminology for me!
I know that some works on track require closures, whilst others can be conducted whilst trains are running.
In the latter category it seems that sometimes "line blockages" are required, which seems to invoice phoning through to the signaller to request signals be set to red for the section?
Sometimes though this is apparently not required, with staff able to walk up the side of the line for minor works with trains passing.
Is this down to the work being carried out? The qualifications of the staff present? Or some combination of the two.....or something else again?
Thanks!
You have red zone and green zone working.
Red zone is while trains are running...
Green zone is where a line blockage or possession is in place...
Note that the railway officially dropped the terms ‘red zone working’ and ‘green zone working’ many years ago, but the new terms have not really caught on...
This is the railway, life on the railway is very complex...
ALL work where staff (employees or contractors) are required to work on or near the line (as defined in the rule book) must have a safe system of work pack, which includes details of the safe method of work including the protection from being hit by a train. Further, the first choice in which system to use must be the safest (close all lines at the site of work to all trains), and only if this system is not practical can you select the next safest, working down until the less desirable unassisted lookout system. For all work except emergencies, this has to be properly planned by the planner and the person in charge (preferably the person in charge on the day(s) of the work).
Note that for clarity, I’m ignoring the Safe Work Leader system. As most Network Rail staff don’t use this system.
At all work sites, there must be a person in charge (PIC) or equivalent. The PIC has overall control and is the person responsible for every team members safety. The PIC may carry out the duties of the controller of site safety (COSS) or may appoint a suitably competent team member to do these duties. The COSS is only responsible for ensuring the staff are safe from being hit by a train, not the safety of the staff from the hazards of the work.
At night or over weekends, often T3 possessions of the line(s) are taken, in which the control of a predetermined/predefined area is transferred from the signaller to a PICOP (person in charge of possession). Then a person responsible for a worksite called an Engineering Supervisor (ES) will request permission from the PICOP to set-up their worksite. Each PIC/COSS will then sign in and be briefed by the ES before starting work.
T3 possessions are always planned many weeks and months in advance unless emergency engineering works are needed. A T3 is normally planned to either take place during a time when there is no booked services, or services are diverted or cancelled.
Where a T3 has not been planned, or the work is to take place in between trains, then the preferred method is a line block (LB).
Line blocks can be all lines at a worksite or just some or one line blocked. There are a number of methods used to provide protection when taking a line block. It depends on the signalling system in use and the actual practically. Common in my area, is for the signaller to put on EPRs on the axle counter sections (these controls prevent them accidentally clearing a signal towards a worksite). Signal disconnection, removal of a token (for single lines), or detonator protection are some others.
If any lines remain open, the COSS will appoint a site warden, unless there is sufficient distance from the nearest open line, or a fence or barrier is present between the work site and any open lines.
A site warden is responsible for warning any member of staff who wanders towards any open line.
To take a line block, the COSS must agree the arrangements with the signaller. No work can start until both the COSS and the signaller have agreed everything, and the signaller has given an authority number to the COSS. The details include the location, the lines affected, and between which signals or points, the duration of time required, the telephone number, employer and name of the COSS. The number of all the protecting signals. All this is recorded by both the signaller and the COSS, each on their forms.
In some regions, unassisted lookout is no longer permitted for work on an open line. It can only be used to walking to a work site,
Where lookout protection is permitted, then the COSS must set up a safe system, taking into account the nature of the work, how long it takes for the staff to walk to the position of safety (a safe place in the cess away from a open line), the line speed and direction of trains, the sighting distance that a lookout can see a train from. If a distant lookout or a touch lookout is/are required. All these must be carefully worked out and recorded on the form. Also the method of warning (shout, whistle, horn, flag, touch). Then the lookout(s) must be appointed by the COSS and instructed on where they are to go and what their duties are.
Only once the lookout(s) are in position can the work then start.
When a lookout spots a train, they will give a warning. The site lookout will normally shout, blow a whistle, or a horn. All staff must then walk to the position of safety immediately and stay there until the COSS tells them it is safe to resume working.
There are various systems to aid lookout systems, but this post is already way too long.
All COSS qualified staff are trained to set up both line block and lookout systems. Lookouts are trained to carry out both lookout duties and site warden duties.
Not all staff are trained on the various equipment for assisted lookout systems.
If the work affects the safety of the line, then it has to be done in a T3 or certain work can be done in a line block. But you cannot use a lookout system.
If it’s not practical to use a lookout system (not enough sighting distance) then it must be done in a T3 or line block.
that will do wonders for Signaller’s workloads and I imagine would eventually end up having the opposite affect of what they are trying to achieve.
Most signal boxes/panels/workstations now have limits on how many line blocks can be taken simultaneously. Some also have limits on how many times the same line block can be taken.
And yes, there have been some mistakes resulting in trains entering line blocks. Although staff misunderstanding what lines are closed to traffic and what lines are open to traffic, or the actual limits of the line block also occur.
