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Module S5
GE/RT8000/S5
Rule Book

Passing a signal at danger

Issue 2

April 2008

Comes into force 07 June 2008

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Published by:
Rail Safety and Standards Board
Evergreen House
160 Euston Road
London NW1 2DX

Contents approved by Traffic Operation and Management

Standards Committee.

For information regarding the Rule Book, contact:

[email protected]

Issue Date Comments Comes into force

1 June 2003 Initial issue 06 December 2003
2 April 2008 Replaces issue 1 07 June 2008

© Copyright 2008
Rail Safety & Standards Board
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You will need this module if you

carry out the duties of a:

• driver
• signaller
• guard
• shunter.

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Contents

Section

Part A Passing a signal at danger

on the signaller’s authority

1 When a signal can be passed at danger

1.1 Signaller’s authority

1.2 Driver getting authority

2 Signaller’s precautions before authorising the

movement

2.1 Making sure the line is safe

2.2 Setting the route correctly on a panel or workstation
2.3 Setting the route correctly where there is a lever frame
2.4 Failure of power-operated points
2.5 Failure of mechanically operated points

3 Authorising the movement

3.1 Instructions from the signaller

3.2 Instructions through a pilotman or handsignaller
3.3 Red handsignal at a signal
3.4 Yellow handsignal at a signal
3.5 Passing a section signal at danger for shunting
purposes
3.6 Where TPWS is provided

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Section

4 During the movement

4.1 Driver’s actions

4.2 Signaller protecting the movement

5 Temporary block working

5.1 Preconditions
5.2 Temporary Block Working Ticket
5.3 At the entrance signal
5.4 During the movement
5.5 At the exit signal

Part B Drivers passing a signal at

danger on their own authority

1 Circumstances

1.1 If the driver cannot contact the signaller

1.2 If the signal box controlling any type of signal is closed

2 Passing an automatic, semi-automatic or

intermediate block home signal at danger

2.1 Driver’s authority

2.2 Before starting
2.3 During the movement
2.4 At the next stop signal

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Contents

Section

3 Passing at danger a signal controlled from a

signal box that is closed

3.1 Preconditions
3.2 Before starting
3.3 During the movement
3.4 Next stop signal or signal box

Part C Passing a signal at danger

without authority

1 Driver’s actions

1.1 Passing a signal at danger

1.2 Seeing a SPAD indicator lit

2 Signaller’s actions

2.1 Immediate actions

2.2 Contacting the driver
2.3 Recording and reporting the incident
2.4 Dealing with abnormal situations
2.5 Authority for the train to proceed

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Part A
Part A Passing a signal at danger
on the signaller’s authority
1 When a signal can be passed at
danger
The people responsible: signaller, driver

1.1 Signaller’s authority

You may authorise a signal to be passed at danger only in the signaller
following circumstances:

Defective 1 The signal is defective or disconnected.

equipment
2 The signal cannot be cleared because signalling
or level crossing equipment has failed.

Movements 3 The signal is to be passed at danger for shunting

purposes.

4 The signal cannot be cleared because a train or

movement which has reversed is then required
to start from beyond that signal.

5 An electric train is to pass the signal protecting

an isolated section or sub-section and proceed
towards the limiting point.

6 The section signal cannot be cleared because of

an obstruction immediately beyond the home
signal of the next signal box.

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Passing a signal at danger Part A

signaller 7 An engineering train is to: Engineering

• move towards a possession, or work

• leave a line under possession at an

intermediate point.

8 A train is to pass the signal protecting

engineering work under the requirements of
module T2 Protecting engineering work or a
hand trolley on a line not under possession
to gain access to:
• a station where the train is required to
start back
• a line under single line working
• a siding.

9 The line is to be examined to check that it is Checking

clear.

10 Not used.

11 A train is to proceed at caution through an

absolute block section from the signal box in
rear when a failed train has been removed.

12 A train is to enter the section after:

• a train or vehicle that has proceeded
without authority has been removed, or
• the front portion of a divided train has
passed through the section.

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Part A

Clearing 13 A train is to pass the signal to: signaller

the line • assist a failed train
• evacuate passengers from a failed train
• remove a portion of a divided train
• remove a train or vehicles that have
proceeded without authority.

Pilotman 14 Single line working applies.

working
15 Working by pilotman applies.

1.2 Driver getting authority

You can only pass a signal at danger with authority in any of the driver
circumstances described in Part A section 1.1 of this module.

Before passing a signal at danger, you must get the personal

authority of:
• the signaller
• the pilotman or handsignaller acting on the signaller’s
instructions, or
• another competent person where authorised in the rules.

You must clearly understand what is required and how far the
movement can go.

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Passing a signal at danger Part A

2 Signaller’s precautions before

authorising the movement
The person responsible: signaller

2.1 Making sure the line is safe

signaller You must make sure:
• the portion of line concerned is clear and safe for the
movement as required by the train signalling regulations
• the barriers or gates at any manned level crossings are closed
to road traffic
• all points are in the required position and locked by facing point
locks, where provided (see also section 2.2 on this page)
• any ground-frame release giving access to the route is ‘normal’
unless it is to be operated for the movement
• you have all ‘normal’ or ‘reverse’ indications
• reminder appliances are used as necessary.

2.2 Setting the route correctly on a panel

or workstation
a) Operating individual point controls

signaller Where Signal Box Special Instructions (including Route Cards or

Route Lists) on passing signals at danger apply, you must:
• operate the points to the position shown in the instructions
• check that you have the correct indications
• ask a competent person, if present, to check the route setting.

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Part A

b) Calling the route

After you have carried out the instructions in Part A sections 2.1 signaller
and 2.2 a) of this module, you must call the route, if you can, to
get the security of the interlocking.

However, you must not call the route if:

• you need to keep the route entrance signal at danger for any
reason, unless the signalling technician has disconnected the
signal, or
• there is a track circuit failure in the route concerned.

c) When it is not possible to call the route

Before you authorise the movement, you must stop any train on an
adjacent or opposite line that could be fouled by the movement if
the route is set incorrectly.

By taking this important precaution, you will reduce the risk of

conflicting movements should the points be set incorrectly.

When one train has passed safely over the affected route, you may
allow trains to run without restriction on other lines.

However, you must not do this if you have changed the position of
any points in the route.

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Passing a signal at danger Part A

2.3 Setting the route correctly where

there is a lever frame
signaller You must operate the signal lever concerned if the signal to be
passed at danger:
• is defective
• is disconnected, or
• cannot be cleared because signalling equipment has failed.

If you cannot operate the lever or the signal is to be passed at

danger for any other reason, you must:
• reverse all levers that usually release the signal lever
concerned
• normalise all levers that usually lock the signal lever
concerned.

2.4 Failure of power-operated points

signaller You must arrange for the points to be operated by hand if any of
the following applies:
• Any power-operated points cannot be operated from the signal
box.
• You cannot get ‘normal’ or ‘reverse’ indications.
• You cannot get a ‘normal’ indication from a ground-frame
release.

You must also work the relevant lever to correspond with the
required position of the equipment. You must do this even if the
points or facing point lock (or both) are disconnected.

See also module T5 Operating power-operated points by hand.

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Part A

2.5 Failure of mechanically operated

points
a) Checking

You must arrange for mechanically operated points to be checked signaller

if any of the following applies:
• They cannot be operated from the signal box.
• They cannot be locked from the signal box (where this facility is
provided).
• You cannot get the required indications.
• You cannot get a ‘normal’ indication from a ground-frame
release.

You must tell the person checking the points to make sure that:
• the points are in the required position, and
• all points which are facing to the movement are secured.

b) Levers operating points and facing point locks

You must work the relevant levers to correspond with the required
position of the equipment. You must do this even if the points or
facing point lock (or both) are disconnected.

c) Interlocking

If the interlocking is out of order (and Signal Box Special

Instructions do not apply), you must make sure:
• the facing points on any other line are set to avoid conflicting
movements normally prevented by the interlocking, and
• the signals for these conflicting movements are at danger.

See also module T1A Work on signalling equipment.

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Passing a signal at danger Part A

3 Authorising the movement

The people responsible: signaller, driver

3.1 Instructions from the signaller

a) Instructing the driver

signaller You must tell the driver,:

• why the signal needs to be passed at danger
• how far the movement can proceed
• whether the signal is equipped with train protection and
warning system (TPWS).

You must instruct the driver to proceed at caution and be prepared

to stop short of any obstruction.

You must also tell the driver to proceed at caution if single line
working, working by pilotman, or temporary block working is in
operation and the train is to enter the section to:
• allow the driver to check if it is clear
• assist a failed train, or
• remove a portion of a divided train.

You must make sure the driver clearly understands what is

required before instructing the driver to pass the signal at
danger.

b) SPAD indicator

You must tell the driver to pass any SPAD indicator which may be
lit by the movement. (You must carry out the relevant Signalbox
Special Instructions on SPAD indicators.)

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Part A

c) Level crossings

Manned crossing signaller

You must instruct the driver to approach at caution any manned

level crossing and check it is safe before passing over it.

Automatic crossing

You must instruct the driver to approach at caution and check it is

safe before passing over any automatic level crossing that will not
operate normally for the movement.

Barrow or foot crossing

You must instruct the driver to approach at caution and check it is

safe before passing over any barrow or foot crossing with
white-light indications that will not operate normally for the
movement.

3.2 Instructions through a pilotman or

handsignaller
You must make sure that the pilotman or handsignaller clearly signaller
understands:
• what the driver must be told, and
• to work only to your instructions.

You must tell the handsignaller if the instructions have already

been given to the driver.

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Passing a signal at danger Part A

3.3 Red handsignal at a signal

driver If there is a handsignaller at a signal to authorise you to pass it at
danger, the handsignaller will:
• show a red handsignal until you bring your train to a stand
• keep one detonator on the line to which the signal applies.

After getting permission from the signaller for your train to pass the
signal at danger, the handsignaller will:
• give you the necessary instructions
• reach a clear understanding with you
• tell you not to move your train until a yellow handsignal is shown
• remove the detonator from the line
• show a yellow handsignal.

You must not move your train until the handsignaller shows a
yellow handsignal. (This is because the handsignaller is going
to remove the detonator from the line.)

3.4 Yellow handsignal at a signal

driver You must only accept a yellow handsignal shown at a signal as
authority to pass a signal at danger if either of the following
circumstances apply:
• You have stopped your train at the signal and the
handsignaller has given you the necessary instructions (see
section 3.3 on this page).
• The signaller has already told you about the circumstances and
has instructed you to obey the handsignal shown at the signal.
In this case you do not need to stop your train if a yellow
handsignal is shown at the signal.

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Part A

Unless you have been instructed to pass the signal at danger, driver
you must stop at it.

3.5 Passing a section signal at danger for

shunting purposes
If you need to pass a section signal at danger for shunting driver
purposes, you must get the authority of the signaller.

When you have completed the shunting, you must not proceed on
the journey until:
• the section signal is cleared, or
• the signaller gives authority.

3.6 Where TPWS is provided

You must operate the temporary isolation switch when you are driver
authorised to enter:
• a section of line where temporary block working is in
operation
• a single line when working by pilotman is in operation, and you
have to pass more than one signal at danger
• a line which is under possession as described in module T3
Possession of the line for engineering work.

When leaving that section of line, you must reinstate the TPWS.

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Passing a signal at danger Part A

4 During the movement

The people responsible: driver, signaller

4.1 Driver’s actions

a) Before starting

driver You must:

• reset the driver’s reminder appliance (DRA)
• operate the TPWS train-stop override button
• give one long blast on the horn.

b) AWS indications

You must:
• disregard the AWS indication and cancel any warning indication
• if you have to pass a SPAD indicator which is lit, cancel any
AWS warning indication you receive.

c) Points or crossings

You must approach at caution any facing points, switch diamonds

or swing-nose crossings and make sure, if possible, that they are
in the correct position.

You must not pass over these points or crossings at more than
15 mph.

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Part A

d) Train speed

You must proceed at a safe, reduced speed based on: driver

• the train’s braking capability
• the distance ahead which you can see is clear, allowing for:
- darkness, fog or falling snow
- curvature of the line
- anything else affecting your view.

You must always be able to stop within the distance you can
see to be clear.

However, you are allowed to travel at a higher speed in any of the

following circumstances:
• Single line working (see module P1 Single line working)
Right direction
Do not reduce your speed from that permissible other than at
locations where you have to proceed at caution.
Wrong direction
Reduce your speed from that permissible and do not exceed
50 mph.
• Working of single and bi-directional lines by pilotman
(see module P2 Working single and bi-directional lines by
pilotman)
Do not reduce your speed from that permissible other than at
locations where you have to proceed at caution.
• Temporary block working (Part A section 5 of this module)
Reduce your speed from that permissible and do not exceed
50 mph.

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Passing a signal at danger Part A

e) Level crossings

Manned crossing

driver You must approach at caution any manned level crossing and not
pass over it until you are sure it is safe to do so.

Automatic crossing

You must approach at caution and check it is safe before passing

over any automatic level crossing that the signaller has told you
will not operate normally for the movement.

Barrow or foot crossing

You must approach at caution and check it is safe before passing

over any barrow or foot crossing with white-light indications that
the signaller has told you will not operate normally for the
movement.

f) Next stop signal

If you can see that the next stop signal ahead is displaying a
proceed aspect, you must not assume the line ahead is clear for
your train.

(This is because the signal might have been cleared for a train
ahead that is near to the signal and which you cannot see.)

4.2 Signaller protecting the movement

signaller You must not work any lever that has been operated to protect the
movement.

Until the movement has passed clear of the last points in the route
involved, or the track circuit controlling these points, you must not
allow the release of any points that have been secured.

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Part A

5 Temporary block working

The person responsible: driver

5.1 Preconditions
Temporary block working may be introduced in track circuit block driver
areas (other than on a single line) when there is extensive failure
or disconnections of signalling equipment.

It allows you to pass at danger two or more consecutive signals

which normally display a main aspect.

There will be a handsignaller at the entrance and exit signals to

relay the signaller’s instructions to you.

5.2 Temporary Block Working Ticket

Before entering the temporary block working section, you must driver
have form RT3184 Temporary Block Working Ticket (see example
on page 21) which is valid for your train only.

There are only two exceptions to this rule:

• When a train is worked by two or more locomotives, the ticket
will be shown to the driver of each locomotive and then handed
to the driver of the leading locomotive.

• If you have to enter an obstructed section to assist a failed train

or remove a portion of a divided train, the signaller will give you
authority and tell you the location of the obstruction.

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Passing a signal at danger Part A

5.3 At the entrance signal

driver At the entrance signal you must obey the red handsignal that the
handsignaller will show to you until you bring your train to a stand.

After getting permission from the signaller for your train to pass the
signal at danger, the handsignaller will:
• give you the necessary instructions
• hand to you a completed RT3184 Temporary Block Working
Ticket
• tell you not to move your train until you are shown a yellow
handsignal
• remove a detonator from the line
• show a yellow handsignal.

You must not move your train until the handsignaller shows a
yellow handsignal. (This is because the handsignaller is going
to remove the detonator from the line.)

You must tell the guard (if provided) that temporary block working
is in operation.

You must operate the TPWS temporary isolation switch before

entering the section.

5.4 During the movement

driver You must obey the instructions on the RT3184 Temporary Block
Working Ticket.

You must not pass over any facing points at more than 15 mph
unless they have been secured out of use and details have been
recorded on the RT3184 Temporary Block Working Ticket.

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Part A

Example of form RT3184 driver

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Passing a signal at danger Part A

driver You must:

• disregard the AWS indication and cancel any warning indication
for the signals to be passed at danger
• travel at reduced speed and not exceed 50 mph.

You must proceed at caution if you have to:

• check that the line is clear
• assist a failed train, or
• remove a portion of a divided train.

5.5 At the exit signal

driver At the exit signal you must obey the red handsignal that the
handsignaller will show to you until you bring your train to a stand.

You must:
• hand the RT3184 Temporary Block Working Ticket to the
handsignaller
• reinstate the TPWS.

You must not move your train, even if the signal clears, until
the handsignaller gives you permission to do so. (This is
because the handsignaller is going to remove a detonator
from the line.)

You must then carry out the handsignaller’s instruction to proceed

when the signal clears.

If you are required to pass the signal at danger, the handsignaller

will authorise you to do this and show a yellow handsignal.

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Part B
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Part B Drivers passing a signal at

danger on their own authority
1 Circumstances
The person responsible: driver

1.1 If the driver cannot contact the

signaller
If the signal telephone is defective and you cannot contact the driver
signaller in any other way, you can pass any of the following types
of signal at danger on your own authority:
• an automatic signal
• a semi-automatic signal when the controlling signal box or
ground frame is closed
• an intermediate block home signal.

1.2 If the signal box controlling any type

of signal is closed
You can pass any type of signal at danger on your own authority if driver
the signal is controlled from a signal box that you have confirmed
is closed.

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Passing a signal at danger Part B

2 Passing an automatic,
semi-automatic or intermediate
block home signal at danger
The person responsible: driver

2.1 Driver’s authority

driver If you cannot contact the signaller, you may pass the signal at
danger on your own authority.

2.2 Before starting

driver You must:
• reset the DRA
• operate the TPWS train stop override button
• give one long blast on the horn.

If it is a semi-automatic signal, you must also make sure that:

• the controlling signal box or ground frame is closed
• any points, switch diamonds or swing-nose crossings worked
from that signal box or ground frame are set correctly for the
movement.

2.3 During the movement

a) Points or crossings

driver You must approach at caution any facing points, switch diamonds
or swing-nose crossings and make sure, if possible, that they are
in the correct position.

You must not pass over these points or crossings at more than
15 mph.

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Part B

b) Other precautions

You must: driver

• enter a tunnel only when you are sure it is clear all the way
through and proceed at no more than 10 mph
• pass over any automatic level crossing only when you are sure
it is safe to do so.

c) Train speed

You must proceed at a safe, reduced speed, even if the line

appears to be clear, because of the possibility of a broken rail or
people working on or near the line.

You must base your speed on:

• the train’s braking capability
• the distance ahead that you can see is clear, allowing for:
- darkness, fog or falling snow
- curvature of the line
- anything else affecting your view.

You must always be able to stop within the distance you can
see to be clear.

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Passing a signal at danger Part B

2.4 At the next stop signal

a) Contacting the signaller

driver You must stop at the next stop signal and contact the signaller
even if the signal is displaying a proceed aspect.

If there is no telephone at the signal, or the telephone is not

working, you must contact the signaller in the quickest possible
way before proceeding.

b) Passing the signal at danger

If you cannot contact the signaller and the signal is at danger, you
may pass the signal on your own authority if it is one of the
following types:

Automatic, semi-automatic or intermediate block home

signal

You must again carry out the requirements of Part B sections 2.1
to 2.3 of this module.

Controlled signal

You must carry out the requirements of Part B sections 3.1 to 3.4
of this module.

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Part B

3 Passing at danger a signal

controlled from a signal box that
is closed
The person responsible: driver

3.1 Preconditions

You are allowed to pass a controlled signal at danger on your driver

own authority only if you have confirmed that the controlling
signal box is closed.

3.2 Before starting

You must make sure that any points, switch diamonds or driver
swing-nose crossings worked from the signal box that is closed are
set correctly for the movement.

You must:
• reset the DRA
• operate the TPWS train stop override button
• give one long blast on the horn.

3.3 During the movement

a) AWS indications

You must: driver

• disregard the AWS indication and cancel any warning indication
• if you have to pass a SPAD indicator that is lit, cancel any AWS
warning indication you receive.

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Passing a signal at danger Part B

b) Points or crossings

driver You must:

• approach at caution and not pass over any facing points, switch
diamonds or swing-nose crossings at more than 15 mph
• make sure, if possible, that they are set correctly for the
movement.

c) Other precautions

You must:
• enter a tunnel only when you are sure it is clear all the way
through and proceed at no more than 10 mph
• pass over any automatic level crossing only when you are sure
it is safe to do so.

d) Train speed

You must proceed at a safe, reduced speed, even if the line

appears to be clear, because of the possibility of a broken rail or
people working on or near the line.

You must base your speed on:

• the train’s braking capability
• the distance ahead that you can see is clear, allowing for:
- darkness, fog or falling snow
- curvature of the line
- anything else affecting your view.

You must always be able to stop within the distance you can
see to be clear.

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Part B

3.4 Next stop signal or signal box

You must: driver
• proceed as far as the next stop signal
• repeat the requirements of Part B sections 3.2 and 3.3 of this
module at any other controlled signal at danger that is operated
from the same signal box
• at the first opportunity, contact the signaller at the next signal
box ahead.

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Passing a signal at danger Part C
Part C Passing a signal at danger
without authority
1 Driver’s actions
The person responsible: driver (or person controlling the
movement)

1.1 Passing a signal at danger

driver (or If you pass a signal at danger without authority, you must:
person
• stop the train immediately
controlling the
movement) • tell the signaller that the signal has been passed at danger
• answer the questions the signaller asks you.

You must not proceed until the signaller gives permission.

1.2 Seeing a SPAD indicator lit

driver (or If you see a SPAD indicator lit, you must:
person
• stop the train immediately
controlling the
movement) • contact the signaller quickly.

You must carry out this instruction even if the SPAD indicator
applies to a signal on another line.

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Part C

2 Signaller’s actions
The person responsible: signaller

2.1 Immediate actions

You must carry out the instructions shown in regulation 15 of signaller
module TS1 General signalling regulations.

2.2 Contacting the driver

You must make sure the driver: signaller
• is told of the circumstances, and
• contacts you immediately.

2.3 Recording and reporting the incident

You must carry out the instructions shown in regulation 15 of signaller
module TS1 General signalling regulations.

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Passing a signal at danger Part C

2.4 Dealing with abnormal situations

signaller You must treat as defective and tell Operations Control about:
• any signal or TPWS equipment you are not sure is working
correctly
• any points which have been run through, whether or not
damage is obvious.

If the driver reports that the SPAD resulted from exceptional

railhead conditions, you must carry out the instructions in section
17 of module TW1 Preparation and movement of trains: General.

2.5 Authority for the train to proceed

signaller You must not allow the train involved to proceed until
authorised by Operations Control.

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Glossary of terms and abbreviations

The term Includes or means:

Absolute block A signalling system that allows only one train

to be in a block section at the same time. The
block indicator is used to indicate whether the
line between adjacent signal boxes is clear or
occupied.

Aspect The indication of a colour light signal that the

driver sees.

Automatic level Any of the following level crossings:

crossing • Automatic half-barrier (AHBC).
• Automatic barrier crossing, locally
monitored (ABCL).
• Automatic open crossing, locally monitored
(AOCL).
• Crossing with red and green warning lights
(R/G).

Barrow crossing A crossing (often at the end of a platform)

for railway personnel to use. Some barrow
crossings have white-light indicators which,
when lit, indicate to the user that it is safe to
cross.

Bi-directional A line on which the signalling allows trains to

line run in both directions.

Block section The section of the line between the section

signal of one signal box and the home signal
of the next signal box ahead.

Competent A person who is passed as being qualified

person and has the required knowledge and skills to
carry out a particular rule, regulation,
instruction or procedure.

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Glossary of terms and abbreviations

The term Includes or means:

Detonator A small disc-shaped warning device,

designed to be placed on the railhead for
protection and emergency purposes. It
explodes when a train passes over it.

Driver’s A device in a driving cab that allows the

reminder driver to set a reminder that the signal ahead
appliance (DRA) is at danger. While the DRA is set, the driver
cannot take power.

Engineering Includes an on-track machine.

train

Facing points Points where two routes diverge. Includes

switch diamonds and swing-nose crossings.

Facing point Equipment that physically locks facing points

lock so that they cannot move.

Ground frame A control point containing levers or switches

to allow points in running lines and sidings,
and any associated signals, to be operated
locally. This local operation is only possible
when the signaller at the controlling signal
box gives a release. Also includes a
ground-switch panel.

Home signal The first stop signal on the approach to a

signal box using the absolute block system of
signalling.

Intermediate A stop signal that controls the exit from an

block home intermediate block section. (Although an
signal intermediate block home signal controls the
entrance to an absolute block section, it is
referred to as the intermediate block home
signal).

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The term Includes or means:

Interlocking A general term applied to equipment that

controls setting and releasing signals and
points to prevent an unsafe condition of the
signalling system arising during the passage
of trains.

Journey The route between the depot, siding, platform

line or other authorised place where the train
enters service and the depot, siding, platform
line or other authorised place where the train
reaches its destination, or:
• is required to reverse before continuing to
its destination
• is required to have vehicles attached or
detached
• is required to terminate short of its
destination, as a result of
- infrastructure fault
- line blockage
- defective on-train equipment
- any other operational reason.
This also applies to short-distance shunting
movements.

Level crossing Any manned, automatic or open crossing

shown in Table A of the Sectional Appendix.

Lever Includes a switch, button or workstation

control.

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Glossary of terms and abbreviations

The term Includes or means:

Main aspect The following aspects of a colour light signal:

• red
• yellow
• two yellows
• flashing yellow
• two flashing yellows
• green.

Manned level Any of the following level crossings:

crossing • Operated locally by a signaller or crossing
keeper (MCB or LC).
• Remotely controlled (RC).
• Closed-circuit television (CCTV).
• Traincrew operated (TMO).

Operations The general term used for Network Rail

Control Operations Control offices.

Pilotman A person who has been appointed to manage

the passage of trains over a single line during
a failure of equipment, during repairs or due
to an obstruction.

Power-operated Points that are operated by means other

points than mechanically.

Reminder A device or control used to remind the

appliance signaller that a particular lever, button or
switch must not be operated at all, or used
only under certain conditions.

Run through An incident where a movement runs through

(of points) a trailing set of points that are not set in the
correct position for the movement.

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The term Includes or means:

Section signal A stop signal that controls the entrance to a

block section or intermediate block section
ahead.

Siding A line on which vehicles are marshalled,

stabled, loaded, unloaded or serviced clear of
a running line.

Single line One line is available for movements in both

directions.

Station Terminal, depot, yard or halt.

Stop signal A signal that can show a stop aspect or

indication.

Token Any single line token, staff or tablet.

TPWS Train protection and warning system. A

system by which a train is stopped by an
automatic application of the brakes when
activated by lineside equipment.

Track circuit A method of signalling trains in a section of

block line using track circuits or other means of
automatic train absence detection and
without using block instruments.

Train Light locomotive, self-propelled rail vehicle or

road-rail vehicle in rail mode.

Train signalling Instructions for use by the signaller that give

regulations details of the rules, regulations and
instructions relating to each different kind of
signalling system.

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