Control measure Safe system of work: Rail infrastructure - Developed and maintained by the NFCC

Control measure
Safe system of work: Rail
      infrastructure

 Developed and maintained by the NFCC

Contents
Control measure - Safe system of work: Rail infrastructure .......................................................... 3

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Control measure - Safe system of work: Rail
            infrastructure

Control measure knowledge

Complex infrastructure

Pre-planning and testing of communication arrangements should assist with attending incidents
within the environment of a complex infrastructure. Awareness of the environment will assist
personnel to effectively manage rail-related incidents.

Railway infrastructure is categorised into two main types:

      Managed infrastructure – typically within an urban rail system, such as a metro system or rail
      infrastructure that has holistic emergency response protocols, often managed by a train
      operating company
      Unmanaged infrastructure – typically in more remote areas and likely to be managed by
      Network Rail

Both types will prompt a certain response from the infrastructure operators, but this will differ
based on their capability and geographical constraints that may affect response and attendance
times.

Designated walking routes and warning signs

Some parts of the rail network have designated walking routes to provide safe access; these are
normally found near depots, sidings or stations. It may be appropriate for personnel to use these
routes during the incident.

Designating temporary walking routes may assist when establishing a safe system of work, so as to
avoid hazards such as lineside cable trunking or narrow areas with limited clearance. Safety signs
should be observed when using walking routes. On some parts of the railway, the space between
the track and the nearest wall or structure is very narrow, these areas are identifiable with signage
which include:

Limited clearance sign

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Limited clearance sign

The red signs shown above indicate that there is no position of safety on this side of the railway for
the length of structure beyond it. It is not safe to enter or stand at that location when a train is
approaching.

No refuges warning sign

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No refuges sign

The blue sign shown above indicates there are no refuges on this side of the railway, but there are
on the other side. Again, this example of signage clearly indicates that the area beyond is too
dangerous for personnel while rail vehicles are running on the side that does not have refuges.

Prohibition sign

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Prohibition sign

The sign shown above indicates there are no refuges and that no positions of safety exist.
Personnel should not go past this point when rail vehicles are running.

Refer to the RSSB Handbook RS521, Signals, Handsignals, Indicators and Signs for further
illustrations and descriptions of safety signs.

Level crossings

Local knowledge of level crossings will assist when attending incidents, as this will contribute to
determining the appropriate response. Incidents may require rail and road vehicles to be stopped,
potentially with the isolation of electricity involved.

For stopping the movement of rail vehicles see Safe system of work: Moving rail vehicles. For
isolating rail power systems see Isolation of rail power systems.

Any debris on level crossings can affect rail vehicles; presence of this should be reported to the rail
authority, with rail vehicles stopped until the tracks are clear.

Bridges and viaducts

Before any entry into tunnels or onto viaducts, rail traffic should be stopped. It may also be
necessary to stop road traffic if it is involved in the rail-related incident.

Bridges or viaducts that have been struck by moving road or rail traffic should be examined by the
infrastructure manager. See Network Rail’s information on Responding to bridge strikes.

All bridges and viaducts have unique identifying numbers marked by a metal plaque. These
numbers should be relayed to the infrastructure manager, and can be used to establish the exact
location of the incident.

Depots or sidings

Because of the complexities of working at rail depots or sidings, pre-planning should take place to
gain an understanding about the types of rail vehicle movements that may occur.

Personnel should not stand immediately behind, in front of, or adjacent to rail vehicles on a siding
or depot as their movement may take place without warning. Until confirmation is given that all rail
vehicle movements are controlled, personnel should not:

      Attempt to move between two stationary rail vehicles, or between a stationary rail vehicle and
      fixed objects such as stop blocks, unless there is gap of least 30m
      Crawl under, or over, any rail vehicles

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As there is the potential for a wide variety of hazardous loads to be contained with rail vehicles in
depots or sidings, it is important to seek the assistance of rail staff to identify unmarked loads.

Railway points

If entry onto the tracks is required, proportionate control over the railway should be applied. This
will usually prevent point movements, but the hazard of point movements should always be
considered and caution exercised when crossing or working near railway points.

Site-Specific Risk Information

Certain locations will require the fire and rescue services to carry out pre-planning to establish the
managing party, and identify the uses and processes that are undertaken at the location. This
information should be used to develop appropriate Site-Specific Risk Information (SSRI). These
plans should identify areas of ownership and management responsibility such as:

      The train operating companies (TOCs)
      The freight operating companies (FOCs)
      Provision of safe access for the fire and rescue service
      Type and control of power supplies
      The responsible person for providing information relating to hazards, including rail freight
      The responsible person who will attend tactical command briefings, including details of their
      jurisdiction
      Contact details for TOCs, FOCs and responsible person

Utilities adjacent to rail infrastructure

Local fire and rescue services should identify the presence of additional electrical supplies when
carrying out routine familiarisation visits.

The duty for isolating the supply rests with the utilities undertaker, refer to Utilities and fuel: Isolate
utility or fuel supply within the national grid

Trunking covers should not be used as walkways along the trackside as they are not designed for
that purpose and may fail.

Strategic actions

Fire and rescue services should:

      Gather Site-Specific Risk Information (SSRI) about rail networks, including the areas of
      ownership and management responsibility

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Pre-plan for the safe navigation of the rail infrastructure in their area with the relevant rail
      organisations

Tactical actions

Incident commanders should:

      Refer to SSRI when establishing the safe system of work for the rail infrastructure

      Identify any limited clearance areas and take notice of warning signs

      Liaise with the responsible person to establish what safety measures need to be in place for
      the rail infrastructure

      Brief personnel on the safe system of work, including the use of designated walking routes,
      signage, visual awareness and audible awareness for the rail infrastructure

      Ensure personnel adhere to the safe system of work for the rail infrastructure

      Ensure personnel wear appropriate high-visibility clothing

      Identify utilities installed adjacent to railway lines and assess the impact on the incident and
      the safety of personnel

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