RWP Worker Protection Manual PDF

METRO AND LIGHT RAIL ROADWAY
WORKER PROTECTION MANUAL

Metro Subway and Light Rail On-Track Protection
About the RWP MANUAL
About the RWP Manual
The primary goal of the Roadway Worker Protection
Manual, or RWP Manual, is to ensure continuous
safety by clearly and concisely explaining Metro
Subway and Light Rail on-track protection rules
to Maryland Transit Administration (MTA) roadway
workers and contractors accessing track areas.
The RWP Manual contains on-track protection
rules that apply to roadway workers and
contractors while they are working in the track
area. This includes their responsibilities, as well as
procedures for providing protection from trains
and/or Roadway Maintenance Machines (RMM).
MTA roadway workers and contractors must
understand, be fully knowledgeable of, and obey
these rules. Violation of any of these rules will not
only put individuals in a hazardous situation but
will also subject them to disciplinary action.
i
These RWP rules are effective as of July 1, 2014
and were developed to comply with CFR, Title
49, Volume 4, Part 214, Part C. Penalties for
non-compliance with CFR, Title 49, Volume 4,
Part 214, Part C are significant and severe and
may be assessed by the Federal Railroad Admin-
istration (FRA) on MTA, individual MTA roadway
workers and contractors. For additional infor-
mation on possible penalties including fines for
non-compliance, see http://www.ecfr.gov (click
Title 49, then browse parts under Volume 4, and
select Part 214).
This RWP manual supersedes any previous
on-track protection rules provided by MTA Metro
and Light Rail Operations. Roadway workers and
contractors to whom these rules apply shall:
a. Be furnished a copy,
b. Maintain an accessible copy at the job site,
c. Study the rules and instructions,
d. Know and understand their application(s),
e. Obey them while on duty or on company
property, and
f. Immediately call to the attention of a fellow
roadway worker and/or contractor any action
not in compliance with the documented rules.
ii
Managers and supervisors will regularly make
observations of adherence to RWP rules.
They will take action as necessary to ensure
compliance with the rules in this manual.
How should you use this manual?

This manual is your first source for information
related to RWP. It must be easily accessible to
roadway workers and/or contractors who foul
the tracks.
What information does this manual contain?

There are three kinds of information in this RWP
manual:
1) On-track protection information unique
to Metro,
2) On-track protection information unique
to Light Rail, and
3) On-track protection information that applies
to both Metro and Light Rail.
Any and all specific rules regarding Metro and
Light Rail Operations are described in detail in their
associated Rule Books, separate publications
referred to in this manual. These Rule Books
supersede any rules described in this manual.
iii
How is this manual organized?
The Table of Contents that follows this section
details what is included in this RWP manual.
Each section, or module, covers a specific
topic in detail.
To make the relevant material easy to locate,
any information specific to Metro is found in red
sections, while blue sections indicate information
specific to Light Rail.
If there is a need to differentiate between
Metro and Light Rail in a single paragraph,
the differentiation is indicated in parentheses;
i.e. “(Metro only)” or “(Light Rail only).”
Additionally, each module includes:
• A list of Learning Objectives and
• Relevant graphics, tables and illustrations.
Acknowledging receipt of the RWP manual

Please review and sign the form on the next
page to acknowledge you have received a copy
of the RWP manual. MTA roadway workers
should return the signed form to their department
management. Contractors should return the form
to the MTA Training Department.
iv
MARYLAND TRANSIT ADMINISTRATION (MTA)
METRO AND LIGHT RAIL ROADWAY WORKER
PROTECTION MANUAL
Acknowledgement of Receipt:
I
(PLEASE PRINT NAME)
acknowledge receipt of the MTA Metro and

Light Rail Roadway Worker Protection Manual.
In signing this document, I agree to follow all of
the safety rules, instructions, and procedures set
forth in this manual. If I do not understand any
of the rules, instructions, or procedures set forth
in this manual, I will contact my supervisor or an
MTA Instructor and ask for clarification.
SIGNATURE:
DATE:
WITNESS:
DATE:
v
R E C O R D O F Q U A L I F I C AT I O N S
vi
RWP Manual Changes:
Addendum Instructions
No handwritten changes to the RWP Manual
are allowed. All changes to the RWP Manual will
be officially provided through the Change
Verification process:
1. Upon official change, all employees will be
given a set of Change Verification labels.
2. Label A shall be affixed in consecutive order
to page viii or ix. Install and date label A.
CHANGE VERIFICATION
LABEL A
ADDENDUMS DATE & INITIAL
STICKER
Addendum
sticker 1 1/4/2015
3. Label B shall be placed over the old

content that is being changed.
4.11 OTP on Adjacent Tracks

2015
1/4/ are using
a. When roadway workers
UM
A D DEND
an RMM
SEE or Hi-Rail vehicle on an
4. Label C will be placed in the Addendum

section at the end of the RWP Manual.
ADDENDUM 1/4/2015
FRA reg.– When using an RMM, OTP must be used on
adjacent controlled tracks in the following situations:
vii
CHANGE VERIFICATION
LABEL A
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viii
CHANGE VERIFICATION
LABEL A
STICKER
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vi
Table of Contents — RWP MANUAL
TABLE OF CONTENTS
About the RWP Manual................................................. i
n How should you use this manual?.............iii
n What information does this manual
contain?..................................................iii
n How is this manual organized?................. iv
n Acknowledging receipt of the RWP
Manual....................................................... iv
n Acknowledgement of Receipt form........... v
n Record of Qualifications............................vi
n RWP Manual Changes............................. vii
n Change Verification................................. viii
Table of Contents........................................................ xi
Module 1: Introduction................................................ 1
1.1 What is the MTA?...................................2
1.2 What is the Metro Subway?...................4
1.3 What is the Light Rail?...........................4
1.4 What is a Roadway Worker?..................4
1.5 What is On-Track Protection?................5
Module 2: Definitions & Acronyms............................ 7
n Definitions.................................................. 7
n Acronyms................................................. 36
Module 3: Responsibilities........................................ 41
3.1 Roadway Worker Protection (RWP)
Responsibilities of MTA........................42
3.2 Roles & Responsibilities of Roadway
Workers................................................42
xi
3.3 Responsibilities of Roadway Workers for
Metro & Light Rail.................................44
3.4 Roles & Responsibilities of Flagmen,
Watchmen & Advance Watchmen........46
3.4.1 Definition of Flagmen....................... 46
3.4.2 Definition of Watchmen/Advance
Watchmen................................................ 46
3.4.3 Responsibilities of Flagmen, Watchmen
& Advance Watchmen.............................. 48
Table 3.A: Equipment for Flagmen &
Watchmen................................................ 49
3.5 Roles & Responsibilities of
Lone Workers.......................................52
3.6 Roles & Responsibilities of
On-Site Coordinators...........................53
3.7 Roles & Responsibilities of Metro
Operations Control Center/Yard Tower,
Light Rail Operations Control Center...57
3.8 Responsibilities of Roadway Workers
Working Around RMMs........................60
Module 4: On-Track Protection Methods &
Definitions.................................................................. 63
4.1 Determining On-Track Protection.........64
4.1.1 Determine the Type of Track............ 64
4.1.2 Determine the Type of Roadway
Worker..................................................... 65
4.1.3 Determine the Protection Available... 66
Table 4.A: Types of On-Track Protection
Matrix....................................................... 67
4.1.4 On-Track Protection Decision Flow
Chart (Figure 4.A)..................................... 68
xii
4.2 General Working Limits........................69
4.3 The Requirements for On-Track
Protection.............................................70
4.4 The Use of Foul time (FT).....................71
4.5 Exclusive Track Occupancy (ETO).......73
Form ETO-1: ETO Statement of
Permission............................................... 74
4.6 Train Coordination (TC)........................77
4.7 Inaccessible Track (IT)..........................80
4.8 Individual Train Detection (ITD)............82
Form ITD-1: ITD Statement of On-Track
Protection................................................. 86
4.9 Train Approach Warning (TAW).............87
Table 4.B: Positioning of Watchmen......... 92
4.10 On-Track Protection Summary...........93
Figure 4.D: On-Track Protection,
Working Limits.......................................... 94
Figure 4.E: On-Track Protection,
No Working Limits.................................... 95
4.11 Overview of On-Track Protection for
Adjacent Controlled Tracks..................96
4.12 Clearing the Tracks............................99
Module 5: Signals & Signs..................................... 103
5.1 Signals...............................................103
5.1.1 Signals for Flagmen....................... 104
5.1.2 Signals for Watchmen/Advance
Watchmen.............................................. 108
5.2 Overview of Temporary & Fixed
Signs..................................................110
5.2.1 Temporary Signs, Flags & Light..... 110
xiii
5.2.2 Metro Fixed Signs & Lights........... 116
5.2.3 Light Rail Fixed Signs & Lights...... 117
5.3 Work Block/Red Tag Request
Process..............................................118
Form MWB-1: Metro Work Block/Red
Tag Request........................................... 119
Form LRWB-1: Light Rail Work Block/
Red Tag Request.................................... 120
Module 6: Positioning of Flagmen, Watchmen
& Advance Watchmen............................................. 123
6.1 Overview............................................123
Table 6.A: Train & RMM Maximum Speeds &
Watchmen’s Required Site Distance....... 128
6.2 Positioning Flagmen...........................129
6.2.1 Positioning of Flagmen for ETO..... 129
Table 6.B: Minimum Stopping Distance
of an RMM, Light Rail Vehicle & Metro
Rail Car.................................................. 130
6.2.2 Positioning of Flagmen for IT......... 131
6.3 Positioning Watchmen & Advance
Watchmen..........................................133
6.4 Positioning Flagmen, Watchmen on
Adjacent Controlled Track..................138
6.5. Maintaining Flagmen, Watchmen/
Advance Watchmen Coverage...........139
Module 7: Job Safety Briefing................................. 141
7.1 Job Safety Briefing Guidelines...........142
7.2 When do Job Safety Briefings take
place?................................................143
xiv
7.3 What are the steps included in a Job
Safety Briefing?..................................143
7.4 Lone Workers & the Job Safety
Briefing...............................................145
Form JB-1: Job Briefing
Acknowledgement................................. 146
Module 8: Equipment Operation............................. 149
8.1 Definition of Roadway Maintenance
Machines (RMMs) & Hi-Rail Vehicles...149
8.2 Equipment Operation.........................150
8.2.1 Entering or Leaving Track Area...... 150
8.2.2 Normal Direction of Traffic.............. 150
8.2.3 Reverse Direction of Traffic............ 151
8.2.4 RMMs & Adjacent Controlled
Tracks.................................................... 151
8.2.5 Placing Flagmen & Watchmen
around RMM operations......................... 152
8.2.6 Operation on Slippery Rails........... 153
8.2.7 Safe Stopping............................... 154
8.2.8 Yard Movements/Safety in
the Yard.................................................. 154
8.2.9 RMMs Fouling Tracks.................... 156
8.2.10 Working On or Under a Train
or RMM.................................................. 156
8.2.11 RMM & Hi-Rail Vehicles Safety
Operations............................................. 159
xv
Module 9: Electrical Power Systems....................... 165
9.1 Metro Power Systems........................166
9.1.1 Traction Power Substations........... 166
9.1.2 Third Rail Power............................ 167
9.1.3 Stepping Over the Third Rail.......... 172
9.1.4 Removal of Third Rail Power.......... 172
Figure 9.I: Skill – Stepping Over the
Third Rail................................................ 174
9.1.5 Switch Heaters & Third Rail
Heaters.................................................. 176
9.1.6 Emergency Trip Stations................ 176
9.1.7 Rescuing a Person in Contact
with the Third Rail................................... 180
9.2 Light Rail Power Systems..................181
9.2.1 Traction Power & Traction Power
Substations............................................ 181
9.2.2 Safety Features of a TPSS............. 183
9.2.3 TPSS Emergency Shutdown
Procedure.............................................. 184
9.2.4 Overhead Catenary System........... 185
Form LRPT1: Red Tag Authorization....... 190
9.2.5 Track Switch Heaters.................... 192
Module 10: Challenge Resolution........................... 195
10.1 Rights of MTA Roadway Workers.....195
10.2 Resolving an On-Track Protection
Challenge.........................................195
Figure 10.A: Challenge Resolution
Flow Chart.............................................. 202
Figure 10.B: Sample MTA RWP OTP Good
Faith Challenge Form GFC-2014............. 204
xvi
Appendices.............................................................. 207
Appendix A – Useful Phone Numbers
& Radio Information.................................207
A.1 Metro Operations Control Center
(MOCC), Radio Talk Groups................... 207
A.2 Request to Perform Work on Metro
Right-of-Way.......................................... 207
A.3 Light Rail Operations Control
Center (LROCC), Radio Talk Groups....... 208
A.4 Request to Schedule Work on the
Light Rail Right-of-Way........................... 208
A.5 Transit Police.................................... 209
A.6 BGE Electrical Emergency................ 209
Appendix B – Maps, Illustrations &
Safety Designations.................................210
B.1 Metro System Map.......................... 210
B.2 Light Rail System Map..................... 211
B.3 Metro Mainline and Yard Maps......... 212
B.4 Light Rail Mainline Map.................... 217
B.5 Light Rail Yard Maps........................ 218
B.6 Metro Emergency Exits and
Safety Walks.......................................... 220
B.7 Open & Closed Switches,
Turnouts................................................. 221
Appendix C – Track Speeds by
Chain Marker...........................................226
C.1 Metro Track Speeds by
Chain Marker.......................................... 226
C.2 Light Rail Track Speeds by
Chain Marker.......................................... 228
xvii
MODULE 1: Introduction — RWP MANUAL
Module 1: Introduction
The Maryland Transit Administration’s (MTA) top
priority is to maintain the safest possible work
environment for everyone associated with Metro
and Light Rail, while using resources in the most
efficient manner possible.
We are confident the rules in this RWP Manual
will enhance and improve the safety environment
for Metro and Light Rail roadway workers and
contractors. Our dedication to roadway worker
safety further confirms our intention to remain an
industry leader in matters of on-track protection.
LEARNING OBJECTIVES
FOR MODULE 1
In this module you will gain an overall

understanding of the:
n MTA
n Metro Subway
n Light Rail
n Definition of a roadway worker
n Definition of on-track protection
1
1.1 What is the MTA?
The MTA is a division of the Maryland Department
of Transportation (MDOT), one of the largest
multi-modal transit systems in the United States.
The MTA operates Local and Commuter Buses,
Metro Subway, Light Rail, Maryland Area
Regional Commuter Train Service (MARC), and
a comprehensive Mobility Paratransit system.
The MTA also manages the Taxi Access system
and directs funding and statewide assistance to
Locally Operated Transit Systems (LOTS) in each
of Maryland’s 23 counties as well as Baltimore
City, Annapolis, and Ocean City.
More than 3,200 employees make these
transportation services available to over 100
million citizens of Maryland each year – 24 hours
a day, 7 days a week, 365 days a year.
2
Fig 1:1: From top left to right: Local and Commuter Buses,
Metro Subway, Light Rail, Mobility Paratransit System
3
1.2 What is the Metro Subway ?
The 15.5-mile, 14-station Metro Subway system
stretches from the Owings Mills corporate and
shopping complex in Baltimore County, through
the heart of downtown Baltimore’s business,
shopping, and sightseeing districts, to the
world-renowned Johns Hopkins Hospital. The
map in Appendix B shows the current Metro
Subway system.
1.3 What is the Light Rail ?
MTA’s 29.5 mile, 33-station Light Rail system
serves the north-south corridor of the Baltimore
Metropolitan Area, from Hunt Valley through
Downtown Baltimore and south to Baltimore/
Washington International Thurgood Marshall
Airport (BWI) and Cromwell Station. The Light
Rail also provides service to Baltimore’s Penn
Station. See Appendix B for a map of the
current Light Rail system.
1.4 What is a Roadway Worker?

A roadway worker is any MTA employee or
contractor of MTA whose duties include inspection,
construction, maintenance or repair of track,
bridges, roadway, traction power, third rail power
(Metro only), catenary power (Light Rail only),
and signal and communication systems.
4
Roadway workers also operate in or around railway
facilities or Roadway Maintenance Machines
(RMM) on or near tracks or with the potential of
fouling a track.
1.5 What is On-Track Protection?

On-track protection is a state of freedom from
the danger of being struck by moving trains or
RMMs. When MTA roadway workers and con-
tractors follow the RWP rules that govern track
occupancy by roadway workers, contractors,
trains or RMMs, those roadway workers and
contractors have on-track protection.
VOICE OF EXPERIENCE:
“…As an on-site coordinator for Light
Rail, I’ve supervised a lot of work crews,
and my first concern is always the
safety of my co-workers. So whenever
I or one of my co-workers fouls a track,
I always make sure that we have
the proper on-track protection in
place first….”
5
MODULE 2: Definitions & Acronyms — RWP MANUAL
Module 2: Definitions & Acronyms
LEARNING OBJECTIVES
FOR MODULE 2
The definitions and acronyms

included in this module will help
you better understand the rules,
procedures, positions, responsibilities,
etc., explained in this RWP manual.
Absolute Block
A block that must not be occupied by more
than one train. See Block.
Adjacent Controlled Track

A controlled track whose track center is
spaced 25 feet or less from the track center
of the occupied track.
Adjacent Tracks
A controlled or non-controlled track whose
track center is spaced less than 25 feet from
the track center of the occupied track.
7
Advance Watchman
One or more Watchmen stationed at a point
where they will have the best view of approaching
trains on the track occupied by the work crew.
More than one Advance Watchman may be
required due to obstructions blocking their view.
Advance Watchmen are to be stationed where
their warning signal can be plainly seen and
heard by the next Watchman closer to the work
crew. See Watchman. See also 3.4.2.2.c
Approved
A procedure, item or piece of equipment that has
been accepted by the MTA as satisfactory for its
intended purpose.
Approved Personal Protective Equipment

Personal protective devices that have been
approved by MTA for a specific purpose or use.
See Personal Protective Equipment.
Approved Protective Devices and Barriers

Devices and barriers approved by MTA for
site-specific protection.
Aspect
The display or presentation of a wayside
(See Wayside) signal that provides text and
images that are viewed from the direction of an
approaching train; also the appearance of a cab
signal conveying an indication as viewed by an
operator in the cab.
8
Audible Signal
A sound-producing device used to attract attention.
Automatic Block Signal System (ABS)

A block signal system in which the use of each
block is governed by an automatic block signal
or cab signal, or both. See Block.
Automatic Signal
A Signal activated without need for manual action.
Automatic Train Operation (ATO)

The Metro Railcar sub-system within the
automatic train control system that performs
any or all of the functions of speed regulation,
programmed stopping, performance-level
regulation, and other functions normally
assigned to the Train Operator.
Automatic Train Protection (ATP)

A signaling system that provides safe bi-directional
vehicle movement, vehicle separation, and
over-speed enforcement.
Ballast
The rocks in and around railroad ties; they
are used to hold the railroad ties in place and
to provide drainage. Roadway workers are
instructed to walk on the ballasts instead of
on the ties or rails.
9
Block
A length of defined track limits, the use of which
is governed by the automatic train protection
(ATP) signaling system or by instruction from the
operations control center.
Block, Permissive
A block that permits a train to enter while it is
occupied by another train.
Block, Test
An absolute block created for the testing of
trains or systems.
Block Signal
A fixed signal or verbal block indication in the
absence of a fixed signal. They are placed at the
entrance of a block to govern use of that block.
Blocking Device
A block, clamp or other method of control that
restricts the operation of a track switch or signal.
Blue Flag
A portable blue flag, light or marker placed on or
at the end of a rail vehicle as protection against it
being moved or coupled with another rail vehicle.
Brake Cut-Out
A device that releases the brakes of a vehicle or
portion of the vehicle.
10
Brake, Parking
A holding brake used to prevent movement of
the train or RMM once it has stopped.
Bumping Post
Structure at the end of a track to prevent trains
from rolling off of the track area.
Cab
The compartment of a transit car from which
operational control is achieved.
Cab Signal
A signal in the Train Operator’s cab, which con-
veys the Automatic Block aspects and indicates
the prevailing speed limit command.
Catenary
A network of wires suspended above the
track(s) that distributes electric power to the
light rail vehicles.
Central Business District

The Non-ABS (see Automatic Block Signal)
section of Light Rail tracks between the North
Avenue and Camden Yards stations.
Chain Marker Sign

Sign that indicates a location by track number
and distance in feet from:
Charles Center station (Metro only)
Baltimore Street station (Light Rail only)
11
Chain Marker Sign, continued
Chain marker signs are spaced every:
200 feet (Metro only)
500 feet (Light Rail only)
Clear of the tracks

A safe location outside of the track area where
roadway workers wait for a train to pass. This
area is outside the dynamic envelope of the rail
transit car (and outside of fouling space of the
track). However, the predetermined place of
safety (PPOS) may not be on a track, unless the
track has working limits on it and no movements
permitted within such working limits by the OSC.
Collector Shoe
Part of the Metro railcar assembly that rides the
third rail to transfer the 750v DC to the rail car.
Consist
One or more rail vehicles or RMMs coupled
together.
Contact Wire
The part of the catenary system that makes
contact with the pantograph (See Pantograph)
of a light rail vehicle.
Controller
The designated employee in the operations control
center/yard tower with authority over all movement
on, or movement affecting, mainline and yard tracks.
12
Control Operator
The On-Site Coordinator (OSC) in charge
of a remotely controlled track switch, an
interlocking, a controlled point, or a segment
of controlled track.
Controlled Point (CP)

Location where signals are automatically or
manually controlled.
Controlled Track
Track upon which all movements of employees,
trains, roadway maintenance machines and/or
equipment must be authorized by the operations
control center/yard tower.
Coupling
Connecting two transit vehicle units to permit the
resulting consist to be operated from one cab.
Coupler
A device for mechanically, electrically and
pneumatically joining together two rail vehicles.
Crossing Warning Indicator

A fixed signal that indicates the operational
status of the gate arms of a protected grade
crossing.
Crossover
Switches and tracks arranged to provide a
route from one track to another.
13
De-Energize
To remove operating current (power) from an
electro-receptive device.
Derail Device
A track safety device designed to guide rail vehicles
off the tracks at a selected spot as a means of
protection against collision or other accident.
Derailment
The event of a train or RMM leaving the rails.
Direction Normal
The designated predominant direction of train
traffic specified as follows:
Track 1 is eastbound traffic.
Track 2 is westbound traffic.
Track 1 is southbound traffic.
Track 2 is northbound traffic.
Direction Reverse
Train movement against the normal direction.
Duct Bank
A hole filled with removable concrete and cables,
which extends from Reisterstown Plaza to
Owings Mills, must not be used as a walkway
where “NO CLEARANCE” signs are posted,
and without first receiving protection from train
movement (Safety Rule SR-26 can be found in
the Metro rule book).
14
Emergency
A sudden, urgent, unexpected occurrence that
can result in injury to passengers or employees,
damage to equipment and property, or any
combination of severe circumstances.
Emergency Red Tag

A Red Tag implemented for expeditious removal
of third rail power (Metro only) or catenary power
(Light Rail only) due to existing or impending
hazardous condition. An Emergency Red Tag
can be authorized by any MTA Management
employee. See Red Tag
Emergency Trip Station

A series of boxes located wayside (See Wayside)
that house the emergency telephone, third rail
power circuit breaker, emergency pushbutton
and third rail power indicator light. Emergency
Trip Stations (ETS) are identified with a blue light
on top of the box.
Employee
Any person employed by MTA, an MTA contractor,
or personnel of another railroad while operating
on MTA tracks.
Employer
MTA, or a contractor of MTA, or of a railroad that
directly engages or compensates individuals for
work performed for or on behalf of MTA.
15
Energized
Electrical apparatus, such as third rail (Metro
only), catenary (Light Rail only), wires, cables,
switches, motors, etc., are energized when they
are connected to a power source.
Exclusive Track Occupancy (ETO)

A method of establishing working limits on
controlled track in which the authority to
move trains and other equipment is transferred
from the operations control center to the
On-Site Coordinator.
Extra Train
A train not designated by the normal train schedule.
Facing Movement
The movement of a train from the switch points
toward the frog. (See Trailing Movement).
Fixed Signal
A signal located along the track indicating a
condition affecting the movement of a train. It
may be a block signal, speed limit sign, or any
other type of signal.
Flagman
An employee who has been annually trained and
qualified to STOP trains and direct their movement
at each entrance of the working limits. Flagmen
will be properly equipped to provide visual and
auditory signals and/or warnings. A Flagman’s sole
duty is to look out for approaching trains or RMMs
16
and to STOP them from entering the working
limits. Flagmen will not permit the movement of
trains and equipment into the working limits unless
authorized by their On-Site Coordinator.
Foul Time (FT)

controlled track, for periods of less than an hour,
in which a roadway worker is notified by the
operations control center that no trains will operate
within a specific segment of controlled track until
the roadway worker reports all roadway workers
and equipment are clear of the track.
Fouling a Track
The placement of an individual or equipment in
proximity to a track (within 7.5 feet from the out-
side edge of the rail or 10 feet from the center line
of track) that the individual or equipment could be
struck by a moving train or on-track equipment.
Fouling Point Sign

A sign lettered “FP” indicating the closest point
to which a train may approach a switch without
encroaching on the clearance for equipment on
adjacent intersecting track(s).
General Order
Order issued by the authority of the manager of
the operations control center, which contains
changes in rules, speed restrictions and lists any
work block or red tag activities.
17
Grade Crossing
The intersection of a rail line with a roadway or
path at-grade (not via a tunnel or aerial structure).
Guard Rails
Rails mounted to the inside of the running rails to
keep wheels in line with the track while traveling
through a turnout.
Hand Signal
A signal given by the motion or position of a
person’s hand/arm, flag, or light used to govern
the movement of trains and other rail vehicles.
Hazard
Any real or potential condition that can cause
injury, death or damage and/or loss of equipment
and/or property.
Hi-Rail Vehicle
A truck or automobile with retractable flanged
wheels that permit it to be used on either roads
or tracks.
Hoisting Equipment
Any equipment or machinery designed to raise
or haul up material.
18
Home Signal
A fixed signal that controls the entrance to
an interlocking.
Hot Stick
Voltage-indicating device used in checking high
voltage power either on the third rail (Metro only)
or catenary wire (Light Rail only).
Inaccessible Track (IT)

non-controlled track by physically preventing
entry and movement of trains and equipment.
Incident
Any event which may result in an injury or death,
unsafe condition, or damage to MTA property.
Individual Train Detection (ITD)

A procedure that permits a lone worker to acquire
on-track protection by seeing approaching trains
and leaving the track 15 seconds before the train
or roadway maintenance machine (RMM) arrives.
ITD may be used only under circumstances
strictly defined in the Roadway Worker Protection
(RWP) Manual.
19
Interlocking
An arrangement of running rails, signals and
control apparatus that allows for switching of a
train onto different tracks or along different routes.
Interlocking Limits
The tracks between the opposing home signals
of an interlocking.
Interlocking Signal
A wayside signal, which governs movements
into or within interlocking limits.
Intermediate Signal
A fixed signal (other than a home signal) governing
the entrance to a block.
Inter-Track Barrier
A continuous barrier of a permanent or semi-
permanent nature that spans the entire work
area, that is at least four feet in height, and that
is of sufficient strength to prevent a roadway
worker from fouling the adjacent track.
Job Safety Briefing

A discussion between the On-Site Coordinator
and the roadway workers that includes
information on the means by which on-track
protection is to be provided and instruction on
the safety protection to be followed.
20
Light Rail Operations Control Center (LROCC)
Light Rail’s central operation command center
that controls, coordinates, and monitors oper-
ations, communications, access, rail vehicle
movement, catenary power, track switching, and
other Light Rail system functions on all mainline
and yard track areas.
Light Rail Vehicle (LRV)

Transit vehicle with AC propulsion utilized for
transportation of patrons.
Line of Sight Territory

Segment of track area not protected by a
signaling system.
Lone Worker
An individual roadway worker who is not being
afforded on-track protection by another roadway
worker, not a member of a work crew, and not
engaged in a common task with another road-
way worker.
Manual Operation under ATP (MAN)

Permits the manual operation of the train still
under the control of the ATP system. Use of MAN
Mode must be authorized by MOCC.
Master Controller
The device that generates local and train-lined
control signals to the propulsion and braking
systems.
21
Maximum Authorized Speed (MAS)
The maximum speeds at which a train or other
rail vehicle operates. The maximum authorized
speed is the lowest of the following:
1. The speed allowed by the cab signal.
2. The speed allowed by a wayside signal.
3. A written or oral speed instruction (e.g.
a General Order) given by the operations
control center.
4. The speed indicated by a hand signal.
5. The speed allowed by line of sight distance.
6. The speed allowed by track or street
conditions.
Metro Operation Control Center (MOCC)

Metro’s central operation command center that
controls, coordinates, and monitors operations,
communications, access, rail vehicle movement,
third rail power, switching, and other Metro system
functions on all track areas. See Yard Tower.
Minor Correction
One or more repairs of a minor nature, including,
but not limited to, welding, spiking, anchoring,
hand tamping and joint bolt replacement, that
are accomplished with hand tools or handheld,
hand-supported tools. The term does not
include machine spiking, machine tamping or
any similarly distracting repair.
22
Non-Controlled Track
Track upon which employees, trains, roadway
maintenance machines and/or equipment are
permitted to move without first receiving
authorization from the operations control
center/yard tower.
Occupied Track
Refers to the section of track on which work
is being performed.
On-Site Coordinator (OSC)

An annually trained and qualified employee who
communicates with the operations control center/
yard tower, designates the working limits and
the type of on-track protection to be used, and
assigns/positions Flagmen or Watchmen. The
OSC also conducts the job safety briefing before
any roadway worker fouls a track.
On-Track Protection
A method of establishing a safe work area that
includes one of the six types defined in this manual:
1. Exclusive Track Occupancy (ETO)
2. Foul Time (FT)
3. Train Coordination (TC)
4. Inaccessible Track (IT)
5. Train Approach Warning (TAW)
6. Individual Train Detection (ITD)
23
Operate On Sight
Be prepared to stop safely within the range
of vision while operating a train or roadway
maintenance machine (RMM).
Out of Service Track

A designated section of track that is not safe for
train operation, or one that is restricted from use
due to maintenance.
Pantograph
A device mounted on top of a Light Rail Vehicle
that collects power from the contact wire and
makes contact with the overhead catenary
system (OCS), commonly referred to as
“catenary” (See catenary) via the contact wire.
Passenger Vehicle
Both MTA Light Rail Vehicles (LRV) and Metro
Railcars are considered passenger vehicles.
Personal Protective Equipment (PPE)

Equipment worn by individuals to prevent injury
to the body, hearing, or sight, such as hard hats,
safety vests, gloves, ear protectors, goggles,
safety shoes, and safety glasses.
Place of Safety
A location predetermined by the On-Site
Coordinator for work crew members to locate
themselves and remain safe while trains enter
and pass through the point of work.
24
Qualified
A status attained by an employee who has success-
fully completed all required training, passed a
written test, and been authorized by MTA to perform
the duties of a particular position or function.
Roadway Worker Protection (RWP)

Practices, rules and instructions provided to create
a state of freedom for employees from the danger
of being struck by moving trains or other roadway
equipment. On-track protection is provided by
the RWP rules that govern track occupancy
by employees, trains or on-track equipment.
Roadway Worker Protection (RWP) Rules

This RWP Manual contains on-track protection
rules that apply to roadway workers and
contractors while they are working in the track
area. For a full listing of all applicable operational
rules, consult the Metro Rule Book or
the Light Rail Rule Book.
Roadway Maintenance Machine (RMM)

A device powered by any means of energy other
than hand power, which is being used on or near
tracks for maintenance, repair, construction, or
inspection of track, bridges, roadway, signal,
communications, or electric traction systems.
Roadway maintenance machines may have road
or rail wheels or they may be stationary.
25
Roadway Worker
Any employee of MTA, or an employee of a
contractor of MTA, whose duties include
inspection, construction, maintenance or repair
of tracks, bridges, roadway, or signal and
communication systems. Duties also include
electric traction systems, roadway facilities, or
roadway maintenance machines on or near track
or with the potential of fouling a track. On-Site
Coordinators, Flagmen and Watchmen/Advance
Watchmen are roadway workers.
Red Tag
Written authorization designed to convey rights
to de-energize and restore power to a section
of third rail (Metro only), catenary power (Light
Rail only) or signal power between specified
points and for a specified period of time.
Typically used for track maintenance purposes.
It is also the term used to identify an attachment
to a manually-operated device to prohibit the
operation/use of that device by any person other
than the individual who attached the tag. The
attachment may be of any color or type (a red
stock tag with a string tie is the most common),
but should clearly indicate: DANGER, DO
NOT OPERATE, DO NOT ENERGIZE, DO NOT
TOUCH, etc. (See Emergency Red Tag)
26
Reduced Speed
Proceed prepared to stop within one-half the range
of vision, not exceeding 20 miles per hour.
Restricted Speed
Prepare to stop short of trains or obstructions,
such as a track switch not properly aligned or a
broken rail, while not exceeding certain speeds:
12 miles per hour (Metro only), 20 miles per hour
[or 15 miles per hour within interlocking limits (Light
Rail only)]. Speeds apply to entire movement.
Revenue Train
A rail vehicle equipped to run on-tracks and
designed to carry passengers in scheduled
revenue service.
Route Indicator
A track side device located in advance of an
electrically operated track switch indicating
alignment of the switch.
Route Selector
A push button contained in a box adjacent to the
track used to establish or cancel a train’s route.
Route Selector Indicator

A fixed signal that displays variable routes and
indicates the alignment of an associated track
switch, or switches, that will be automatically
selected when the vehicle passes the signal.
27
Run-Through
The process of passing a station platform
without stopping.
Running Rails
Rails on which a train or RMM moves.
Safety Walks
Covered walkways in tunnels (Portal–John
Hopkins), elevated tracks, bridges, and at-grade
tracks, which provide a safe place to walk or
stand in the track areas.
Signals
A means of communicating direction or warning.
See the specific signal definition in this module
and the Metro and Light Rail rule books for
additional information.
Signal Aspect
The appearance of a signal as viewed by
the vehicle operator.
Signal Indication
The information conveyed by a signal aspect.
Signal Location
Fixed signals are immediately to the left of the
track they govern (Metro only) and to the right
of the track they govern (Light Rail only) with the
exception of those signals noted in Bulletins,
General Orders, or Standard Operating Procedures.
28
Spur Track
A track not equipped for train operations.
Station Emergency Telephone System (SETS)

An emergency telephone system located in the
Metro stations, providing direct communication
with the station attendant or the MOCC.
Station Dwelling Time

The total time a train or RMM remains at a
complete stop at a station platform.
Switch Block
A wooden wedge used for blocking track switches,
normal or reverse. It is placed between the open
switch point and running rail to prevent the
switch point from moving.
Switch Clamp
A metal clamp used to clamp track switches,
normal or reverse. It is placed around the closed
switch point and running rail to prevent the
switch point from moving.
Switch Crank
Tool for manually operating track switches.
Switch, Facing Point

A track switch, the point of which faces toward
approaching traffic.
29
Switch, Hand Operated
A non-motorized switch that is operated manually.
Switch Heater
Devices located at interlockings that keep the
track switches free from the buildup of snow/ice.
Switch heaters carry 700 volts DC, which can
cause a thermal burn or severe electrical shock.
Switch Indicator
A trackside device located at an electrically operated
switch indicating the alignment of the switch.
Switch, Interlocking
A track switch within the interlocking limits,
the control of which is interlocked with other
functions of the interlocking.
Switch Position, Normal

The position of a switch and its controls
corresponding to the defining track layout.
Switch Position, Reverse

The position of a switch and its controls opposite
to the defining track layout.
Switch, Track
A pair of switch points with their fastenings
and operating rods providing the means for
establishing a route from one track to another.
Switch Trailing Point

A switch, the point of which faces away from
30
an approaching train.
Switch Point
A moveable tapered track rail that is part of a
track switch.
Third Rail
An additional rail, slightly elevated, mounted on
insulators, protected by a coverboard (See Third
Rail Coverboard), and located parallel to and
outside of the two running rails of a track. Its
purpose is to supply 750 volts of direct current
electrical power for train operation. Third rail
power is also known as traction power.
Third Rail Coverboard

A covering to provide protection against personnel
accidentally coming into contact with the Third
Rail and to provide protection for the Third Rail.
Touch Warning
When noisy machinery or equipment is in use
or outside noise interferes with the roadway
workers’ ability to hear the warning, the Watch-
man near the roadway workers will warn them by
touching them on the shoulder while continuing
to sound the warning.
Track Equipment
Self-propelled or other equipment or machinery
used on the track.
31
Track, Single
A single track on which trains are operated in
both directions.
Track, Yard
All tracks within yard limits.
Traction Power Substation (TPSS)

These substations convert conventional electrical
power from the AC (alternating current) to the DC
(direct current) that powers the traction motors that
propel Metro railcars and Light Rail vehicles. Trac-
tion Power Substations contain high voltage up to
13,200 volts AC. For this reason, access to these
substations is restricted to trained MTA personnel.
Trailing Movement
The movement of a train over a track switch,
where the train is moving from the frog toward
the track switch points. (See Facing Movement)
Train Approach Warning (TAW)

A method of establishing on-track protection by
providing Watchmen to look out for approaching
trains. Refer to module 4 for additional information.
Train Coordination (TC)

A method of establishing working limits on a
controlled track upon which a train holds
exclusive authority to move, whereby the crew
of that train yields that authority to a roadway
worker (i.e. the OSC).
32
Train Operator
An employee, who is trained and qualified to
operate a train or consist.
Trip Stop
A system of onboard and wayside equipment,
which automatically stops a train when a stop
signal is passed.
Uncoupling
Disconnecting two transit vehicle units.
Watchman
An employee who has been annually trained and
qualified to provide warning to roadway workers
of approaching trains or RMMs and, if necessary
to stop the movement of on-track vehicles. Refer
to Module 6 for additional information.
Wayside
Land adjacent to the track area, including land
within and adjacent to the fouling space.
Wayside Emergency Telephone (WET) System

A series of telephones located along the system,
at Third Rail Emergency Trip Station locations,
vent shafts, etc. The system is used for direct
communication with the MOCC.
Wayside Signal
A signal of fixed location along the track
right-of-way.
33
Work Block
A segment of track that is being occupied
for maintenance or repair. A work block is
established via a General Order.
Work Block Authorization

The written authorization designed to convey
rights to obstruct or use a designated section
of track between specified points and for a
specified period of time without the removal
of third rail power (Metro only), catenary power
(Light Rail only) or signal power.
Work Crew
Two or more roadway workers organized to
work together on a common task. A work crew
includes the On-Site Coordinator (OSC).
Working Limits
A segment of track with definite boundaries
established in accordance with the rules upon
which trains and RMMs may move only as
authorized by the roadway worker having control
(i.e. the OSC) over that defined segment of track.
Working limits are within a Work Block. Working
limits may be established through Exclusive
Track Occupancy (ETO), Inaccessible Track (IT),
Foul Time (FT) or Train Coordination (TC) as
defined in this manual.
34
Yard
A system of tracks with defined limits used for
the making up of trains and storing of train cars
and vehicles, upon which movements must be
made in yard mode, at yard speed, under the
control of the Yard Tower (Metro only) or LROCC
(Light Rail only).
Yard Speed
Prepared to stop within one-half the range of
vision short of train, obstruction, or track switch
improperly aligned, looking out for broken rail,
operating in yard mode not exceeding 12 mph.
Yard Tower
The controller responsible for all movements
within the yard limits.
Yard Tracks
All tracks within yard limits used for train or RMM
storage, repair or other purposes.
35
Acronyms
ABS Automatic Block Signal
ATC Automatic Train Control (Metro only)
ATO Automatic Train Operation (Metro only)
ATP Automatic Train Protection
BGE Baltimore Gas and Electric
CBD Central Business District (Light Rail only)
CCC Central Control Center
CLRL Central Light Rail Line
CM Chain Marker
ETO Exclusive Track Occupancy
ETS Emergency Trip Station
FRA Federal Railroad Administration
FT Foul Time
FTA Federal Transit Administration
IT Inaccessible Track
ITD Individual Train Detection
LROCC Light Rail Operations Control Center
(Light Rail only)
LRV Light Rail Vehicle (Light Rail only)
MAN Manual Operation under ATP (Metro only)
MARC Maryland Area Regional Commuter
Train Service
36
MAS Maximum Allowable Speed
MDOT Maryland Department of Transportation
MOCC Metro Operations Control Center
(Metro only)
MOW Maintenance of Way
MPH Miles per Hour
OCS Overhead Catenary System
(Light Rail only)
OSC On-Site Coordinator
PPE Personal Protective Equipment
OTP On-Track Protection
RMM Roadway Maintenance Machine
RWP Roadway Worker Protection
SCC Station Control Center (Metro only)
SETS Stationary Emergency Telephone
System (Metro only)
SOP Standard Operating Procedure
TAD Train Alert Device
TAW Train Approach Warning
TC Train Coordination
TPSS Traction Power Substation
WET Wayside Emergency Telephone
(Metro only)
YT Yard Tower
37
NOTES:
38
39
6
MODULE 3: Responsibilities — RWP MANUAL
Module 3: Responsibilities
Safety is the responsibility of all Maryland Transit
Administration (MTA) personnel and contractors
working within MTA property. The information in
this module will help you become familiar with
their roles and critical responsibilities.
LEARNING OBJECTIVES
FOR MODULE 3
This module provides an overall

understanding of the responsibilities for
the following roles and job functions:
n MTA
n All Roadway Workers
n Flagmen
n Watchmen & Advance Watchmen
n Lone Workers
n On-Site Coordinators
n Metro Operations Control Center
and Yard Tower
n Light Rail Operations Control Center
n Responsibilities of roadway workers
in and around Roadway Maintenance
Machines
41
3.1 Roadway Worker Protection (RWP)
Responsibilities of MTA
a. MTA Metro and Light Rail are responsible
for ensuring all roadway workers
understand and comply with the Roadway
Worker Protection (RWP) rules included
in this manual.
b. MTA guarantees each roadway worker
the absolute right to challenge whether or
not the on-track protection to be applied at
the job location complies with RWP rules
(using the good faith challenge process
described in Module 10). The roadway
worker also has the right to remain clear of
the track until the challenge is resolved.
c. MTA shall have in place a written procedure
to achieve prompt and equitable resolution
of good faith challenges.
3.2 Roles and Responsibilities of Roadway

Workers
3.2.1 Definition of Roadway Workers
a. Roadway workers include any employee
of MTA, or an employee of a contractor of
MTA, whose duties include inspection,
construction, maintenance or repair of
42
railroad track, bridges, traction power,
third rail power (Metro only), catenary power
(Light Rail only), roadway, or signal and
communication systems.
b. Duties also include railway facilities or
Roadway Maintenance Machines (RMMs)
on or near tracks or with the potential of
fouling a track.
c. Flagmen, Watchmen/Advance Watchmen,
On-Site Coordinators (OSCs) and Lone
Workers are all considered roadway workers.
3.2.2 Overall Responsibilities of All

Roadway Workers
All roadway workers are responsible for following
RWP rules as described in this manual.
a. Each roadway worker is responsible for
ensuring the appropriate on-track protection
is established before fouling a track.
b. A roadway worker will not foul a track
except for the performance of duty.
c. Roadway workers may only establish
on-track protection and enter the track
area with authorization from the operations
43
d. Each roadway worker may refuse any
directive to violate RWP rules. In such
cases, the roadway worker will inform their
OSC when he or she makes a good faith
determination that the on-track protection
to be applied at the job location does not
comply with MTA RWP rules.

for Metro and Light Rail
a. Complete RWP training and be re-qualified
annually.
b. Participate in a Job Safety Briefing before
fouling a track.
c. Ensure effective on-track protection.
d. Cross tracks properly and only when safe.
e. Wear proper personal protective equipment
(PPE): proper work shoes, eye protection
and a high visibility vest. See Table 3.A –
Equipment for Flagmen and Watchmen –
(p. 49) for a complete list.
f. Use RWP rules when working around RMMs.
44
e.
c.
a.
f.
d.
b.
45
Fig 3.A: L-R: Flagman (3.4.1), Watchman, Advance Watchman (3.4.2)
3.4 Roles & Responsibilities of Flagmen,

Watchmen & Advance Watchmen
3.4.1 Definition of Flagmen
a. Flagmen are roadway workers who have
been trained and qualified annually by
MTA to stop and direct the movement of
trains and RMMs at each entrance of the
working limits.
b. Flagmen shall be properly equipped to
provide visual and auditory signals and
warnings. See Table 3.A – Equipment for
Flagmen and Watchmen (p.49) for a complete
list of equipment.
c. A Flagman’s sole duty is to look for
approaching trains or RMMs and stop
them from entering the working limits.
d. Flagmen will not permit the movement of
trains and RMMs into the working limits
unless authorized by their OSC.
46
3.4.2 Definition of Watchmen/Advance
Watchmen
3.4.2.1 Watchmen
a. Watchmen are roadway workers who have
been trained and qualified annually to provide
warning to roadway workers of approaching
trains or RMMs and, if necessary, to stop
the movement of trains and RMMs.
b.Watchmen shall be properly equipped
to provide visual and auditory warning.
See Table 3.A – Equipment for Flagmen
and Watchmen (p.49) for a complete list
of equipment.
c. A Watchman’s sole duty is to warn the
roadway workers early enough to allow the
roadway workers to be clear of the tracks at
least 15 seconds before the train or RMM
reaches the point of work.
3.4.2.2 Advance Watchmen

a. Advance Watchmen are one or more roadway
workers stationed at a point where they
will have the best view of approaching trains
or RMMs on the track occupied by the
roadway workers.
b. One or more Advance Watchmen may be
required in situations where the required
sight distance may be obstructed due to
47
weather conditions, objects, vegetation, or
track geometry.
c. Advance Watchmen are to be stationed
where their warning signal(s) can be plainly
seen and heard by the next Watchman
closer to the roadway workers.
3.4.3 Responsibilities of Flagmen, Watchmen

& Advance Watchmen
a. Be trained and qualified annually by the MTA.
b. Participate in a Job Safety Briefing.
See Module 7 for an explanation of what is
included in a Job Safety Briefing.
i. All Flagmen and Watchmen must participate
in a Job Safety Briefing with their OSC
before fouling a track.
c. Have, in good working order and easily
accessible, the appropriate Flagmen/
Watchmen equipment. See Table 3.A –
Equipment for Flagmen and Watchmen –
for a complete list.
d. Watchmen must give their full attention
to detecting the approach of trains and
RMMs and warn roadway workers to clear
the tracks.
e. Flagmen must give their full attention
to stopping all trains and/or RMMs from
entering the working limits.
48
Table 3.A Equipment for Flagmen & Watchmen1
WATCHMEN &
VISIBILITY FLAGMEN ADVANCE
WATCHMEN
Good Portable radio Portable radio

Warning whistle Standard
Red flag white disk2
Air horn Warning whistle
Safety vest Red flag
Safety glasses Air horn
Safety shoes Safety vest
Safety glasses
Safety shoes
In tunnels, Portable radio Portable radio

at night, or Approved Approved
otherwise poor flashlight flashlight
conditions
Two red lights Two red lights
due to fog,
rain, or snow Warning whistle Warning whistle
Air horn Air horn
Safety vest Safety vest
Safety glasses Safety glasses
Safety shoes Safety shoes
NOTE: All PPE must meet ANSE standards.

1
Hard Hats are required for Flagman and Watchman at all times
2
Watchmen assigned to protect only one roadway worker performing
work at a location where an Advance Watchman is not required do
not need a white disk.
49
f. Flagmen will only allow trains or RMMs to
enter the working limits as authorized by
their OSC.
g. Flagmen and Watchmen must not perform
any other duties, even momentarily.
h. Watchmen must signal roadway workers to
clear the tracks if:
i. They do not have sufficient sight distance
to detect approaching trains or RMMs and
clear the roadway workers from the tracks
at least 15 seconds before the train or RMM
reaches the point of work, or
ii. They cannot give their full attention to their
duties for any reason.
i. Flagmen or Watchmen cannot leave their
assigned stations until:
i. The OSC tells them that the roadway workers
are no longer fouling the track and they are
no longer needed, or
ii. The OSC has assigned another Flagman or
Watchman who is in position and watching
for approaching trains.
j. Watchmen must, on the approach of a train
or RMM, warn the roadway workers using
the appropriate method, in sufficient time to
enable them to be clear of the tracks at least
15 seconds before the train or RMM reaches
their point of work.
50
i. The warning must be
early enough to enable
each roadway worker to
move to and occupy a
previously arranged place of
safety (as identified during
the Job Safety Briefing).
k. Should anything occur to prevent the Flagmen
or Watchmen from having a good view
of trains or RMMs approaching in either
direction or to interfere with his or her duties,
even momentarily, he or she must signal the
roadway workers to clear the tracks.
i. After the warning has been given, the Flag-
man or Watchman must contact the OSC.
ii. The OSC will instruct the roadway workers
to remain clear of the tracks and, after
consulting the Flagman or Watchman, make
the necessary arrangements to protect the
roadway workers before they are able to
resume their work.
l. A Flagman or Watchman must not signal
or instruct a train operator to move the train
until the Flagman or Watchman is sure
all persons involved are in the clear and
understand what moves are to be made.
m. Watchmen will warn roadway workers who
are around an RMM before it is moved.
51
Fig 3.B: From left to right: Lone worker, On-site Coordinator
3.5 Roles & Responsibilities of Lone Workers
3.5.1 Definition of Lone Worker

a. A Lone Worker is an individual roadway
worker who is:
i. Not being afforded on-track protection
by another roadway worker,
ii. Not a member of a group of roadway
workers, and
iii. Not engaged in a common task with
another roadway worker.
b. Lone Workers may only be roadway
workers certified as OSCs.
3.5.2 Responsibilities of Lone Workers

a. Be trained and qualified annually by MTA as
an OSC, in order to function as a Lone Worker.
b. Participate in a Job Safety Briefing with the
operations control center prior to beginning
work. See Module 7 for an explanation of the
items included in a Job Safety Briefing.
52
c. Determine the appropriate form of on-track
protection to be used, either Individual Train
Detection (ITD) or Foul Time (FT).
i. If using ITD, complete the Individual Train
Detection (ITD) Statement of On-Track
Protection (Form ITD-1). See Figure 4.C,
p. 86 for a sample form, and comply with all
of the ITD restrictions as defined in Module 4.
3.6 Roles & Responsibilities of On-Site

Coordinators
3.6.1 Definition of On-Site Coordinator (OSC)
OSCs are roadway workers trained and qualified
annually by MTA who:
a. Communicate with the operations control
center/yard tower,
b. Designate the working limits and the type
of on-track protection to be used,
c. Assign and position Flagmen and/or Watchmen/
Advance Watchmen as needed, and
d. Conduct the Job Safety Briefing before
any roadway worker fouls a track.
NOTE: Metro does not permit contractors to
function as OSCs.
53
3.6.2 Responsibilities of On-Site Coordinators
a. Be RWP trained and qualified annually by
MTA as a roadway worker responsible for
providing on-track protection.
i. Training for OSCs covers Flagmen, Watchmen/
Advance Watchmen and OSC responsibilities.
b. Conduct a Job Safety Briefing with roadway
workers who will be within the work block.
This Job Safety Briefing includes determining
the on-track protection to be provided.
c. Wear and carry the proper personal
protective equipment (PPE) and ensure all
roadway workers are wearing the proper
PPE, including, when necessary, a hard hat.
(See Table 3.A, p.49)
d. Carry the proper communication equipment.
e. Ensure the on-track protection provided at
the work location is adequate.
f. Assign Flagmen and/or Watchmen as needed.
g. Position Flagmen and/or Watchmen.
h. Ensure the on-track protection by Flagmen
and/or Watchmen is adequate.
i. Instruct the roadway workers to clear the
tracks if anything occurs that prevents the
Flagmen or Watchmen from having a good
view of trains or RMMs approaching in either
direction or interferes with the Flagmen
54
and/or Watchmen’s duties, even momentarily.
After consulting the Flagmen or Watchmen, the
OSC will make the necessary arrangements
to protect the roadway workers before the
workers can resume work.
j. Metro OSCs must ensure the Red Tag for
third rail power removal is in place and proper
Red Tag procedures have been followed.
k. Ensure all roadway workers acknowledge
their understanding of the on-track protection
being used.
NOTE: The Job Safety Briefing is not complete
until all roadway workers acknowledge their
understanding by initialing the Job Briefing
Acknowledgement Form (JB-1). See p.146 for
a sample form.
l. If the on-track protection changes during
the work period, inform each roadway worker
before the change becomes effective, except
in an emergency.
m. Notify all roadway workers before the
working limits are released for the operation
of trains.
i. Do not release the working limits until all
equipment has been removed and all affected
roadway workers have either left the track or
have been provided on-track protection by
Train Approach Warning (TAW).
55
n. Obtain permission to enter mainline or yard
tracks by performing the following:
Metro Instructions: The OSC will

call the Metro Operations Control Center
(MOCC)/Yard Tower via radio and:
i. Provide his or her radio call number and the
call numbers of his or her roadway workers.
ii. Request permission to enter the mainline
or yard.
iii. Give the type of on-track protection that
will be used.
iv. Provide the working limits by chain marker,
station or yard track.
v. Describe the work that will be performed.
vi. If necessary, request a speed restriction.
Light Rail Instructions: The OSC will

call Light Rail Operations Control Center
(LROCC) via radio or phone (contractors
only) and:
i. Provide his or her radio call number and the
call numbers of his or her roadway workers.
ii. Request permission to enter the mainline
or yard.
iii. Give the type of on-track protection that
will be used.
iv. Provide the working limits by chain marker,
station, or yard track.
v. Describe the work that will be performed.
56
NOTE: See Appendix A for a list of all necessary
phone numbers and radio call talk groups.
Left: MTA Metro OSC on radio Right: Contractor LR OSC on cellphone
3.7 Roles & Responsibilities of Metro

Operations Control Center/Yard Tower and
Light Rail Operations Control Center
3.7.1 The Operations Control Center and
Yard Tower
The Metro Operations Control Center (MOCC)
is the operations control center for the Metro
system. The Yard Tower (Metro only) controls
all yard operations. The Light Rail Operations
Control Center (LROCC) is the operations control
center for the Light Rail system and yards.
The operations control centers and yard tower
control, coordinate, and monitor operations,
communications, access, rail vehicle movement,
track switching, and other system functions.
57
Fig 3.C: Metro Operations Control Center
3.7.2. Operations Control Center/Yard Tower

Responsibilities
a. Tracking and responding to any unsafe working
conditions and/or trespassers reported.
b. Directing the response to any accidents
and/or unsafe working conditions.
c. Authorizing entrance to mainline track areas
and movement of trains and RMMs in the yard.
d. Being the first point of contact for the OSC
and maintaining communication with the OSC
if/when mainline tracks or yard tracks are to
be fouled.
e. Establishing the direction of train traffic.
f. Coordinating repairs or maintenance to the
signaling system.
g. Authorizing the use of Foul Time (FT), Train
Approach Warning (TAW), Exclusive Track
Occupancy (ETO), Train Coordination (TC),
Inaccessible Track (IT) and Individual Train
Detection (ITD) procedures.
58
Fig 3.D: Light Rail Operations Control Center
h. Stopping all trains and RMMS before

they are allowed, by the OSC, to enter
the working limits, when Foul Time (FT)
is established.
i. Receiving notification when a vehicle is
protected by a blue flag and when the blue
flag protection is removed.
j. Providing permission to the OSC to install
Approach, Stop, Work Limit Speed, and
Resume Speed signs.
k. Managing a Lone Worker’s work in the
absence of a supervisor, including providing
a Job Safety Briefing and advising of the
planned itinerary.
l. Maintaining the operation control center’s
Train Director’s Daily Log, the Yard Tower’s
Daily Log (Metro only), the MOCC Power
Director Daily Log (Metro only) and the
CLRL Power Outage Control Document
(Light Rail only).
59
Working Around RMMs
a. Ensure components of RMMs are kept
clear of adjacent tracks. If components of
the RMM foul the adjacent track, then on-
track protection must be established on
the adjacent track (See Section 4.11, p.96).
b. Be trained to work on and around RMMs.
Roadway Workers are also trained and
qualified as needed on any specific
equipment to be operated.
c. Participate in a Job Safety Briefing with the
OSC, and all RMM operators and roadway
workers present.
d. Maintain good communication between
RMM operators and roadway workers
assigned to work near the equipment.
e. Ensure spacing between equipment, other
RMMs, and roadway workers on the ground
is specified and understood by all.
f. Roadway workers who remain in RMMs
must maintain a handhold.
g. Take into consideration conditions such as
weather, visibility, and stopping capabilities.
60
“…Working around these big, fast trains
I feel a real sense of responsibility to
the crew I’m working with. So I always
make sure I’m prepared to do my part.
That means knowing my stuff and
having my stuff. Knowing what I’m
supposed to be doing out there, and
what safety equipment I need to have
with me….”
NOTES:
61
MODULE 4: On-Track Protection Methods & Definitions — RWP MANUAL
Module 4: On-Track Protection
Methods & Definitions
LEARNING OBJECTIVES
FOR MODULE 4
In this module, you will gain an

understanding of the on-track
protection required on and around
the tracks, including:
n The type of tracks and roadway
workers requiring protection
n How to determine the type
of protection to be used
Foul Time (FT)
Exclusive Track Occupancy (ETO)
Train Coordination (TC)
Inaccessible Track (IT)
Individual Train Detection (ITD)
Train Approach Warning (TAW)
n Clearing the Tracks
63
4.1 Determining On-Track Protection
To establish the correct levels of on-track
protection, it is first necessary to determine the:
• Type of track to be protected
• Individual(s) to be protected, and
• Type of protection available.
4.1.1 Determine the Type of Track

The information here will help you determine
whether the track is a:
• Controlled track, or • Non-controlled track.
4.1.1.1 Controlled Track

On a controlled track, all
movements of roadway
workers, trains, roadway
maintenance machines
(RMMs) and/or equipment
must be authorized by the operations control
center/yard tower.
4.1.1.2 Non-Controlled Track

On a non-controlled track,
roadway workers, trains,
RMMs and/or equipment
are permitted to move
without authorization from
the operations control center/yard tower.
64
4.1.2 Determine the Type of Roadway Worker
This information will help you determine who
needs on-track protection, whether a:
• Roadway work crew, or • Lone worker.
4.1.2.1 Roadway Work Crew

A roadway work crew is
defined as two or more road-
way workers organized to
work together on a common
task. The On-Site Coordinator
(OSC) is always part of the
roadway work crew.
4.1.2.2 Lone Worker

A lone worker is an individual
roadway worker who is:
• Not being afforded
on-track protection by
another roadway worker,
• Not a member of a roadway work crew, and
• Not engaged in a common task with another
roadway worker.
NOTE: If several roadway workers are working
near each other but are not engaged in a common
task, each roadway worker is a lone worker.
65
4.1.3 Determine the Protection Available
The on-track protection matrix in Table 4.A will
help you determine the appropriate protection
for specific situations. The types of protection
available are:
• Exclusive Track Occupancy (ETO)
• Foul Time (FT)
• Train Coordination (TC)
• Inaccessible Track (IT)
• Train Approach Warning (TAW)
• Individual Train Detection (ITD)
66
CONTROLLED TRACK NON-CONTROLLED TRACK
TYPES OF PROTECTION:
WORK CREW LONE WORK CREW LONE
Exclusive Track Occupancy (ETO) 4
Foul Time (FT) 4 4
Train Coordination (TC) 4
Inaccessible Track (IT) 4 4
Train Approach Warning (TAW) 4 4
Individual Train Detection (ITD) 4 4

Table 4.A: Types of On-Track Protection Matrix
67
68
Outside Individual
Lone Interlocking Train
START YES YES
Worker?1 or Controlled Detection
Point? (ITD)
NO NO
Working Controlled
YES YES
Limits? Track?
Fig 4.A: On-Track Protection Decision Flow Chart

NO NO
should be used in a specific work area.
Train Exclusive Track

Inaccessible
Approach Occupancy (ETO),
This chart (Figure 4.A) is another useful tool for
Track
determining the type of on-track protection that
Warning Foul Time (FT) or Train

4.1.4 On-Track Protection Decision Flow Chart
(IT)
(TAW) Coordination (TC)
4.2 General Working Limits
The term “working limits”
describes the portion of track
where the roadway workers are
performing work. Working limits
are a segment of track within
a work block.
a. Working limits established on controlled tracks
conform to the provisions of ETO, FT or TC.
b. Working limits established on non-controlled
tracks conform to the provisions of IT.
c. Working limits established under any
procedure will conform to the following
provisions:
i. Only a roadway worker qualified as an
OSC will establish or have control over
working limits for the purpose of establishing
on-track protection.
ii. Only one OSC will have control over working
limits on any one segment of track.
iii. All affected roadway workers will be notified
before working limits are released for the
operation of trains.
iv. Working limits will not be released until all
affected roadway workers have either left
the track or have been afforded on-track
protection through the use of TAW.
69
4.3 The Requirements for On-Track Protection
a. A roadway worker cannot foul a track until
the OSC has informed the roadway workers
involved of the on-track protection being
established. This is accomplished through
the Job Safety Briefing.
b. MTA will not require or permit a roadway
worker to foul a track unless on-track
protection is established.
c. Roadway workers engaged in large-scale
maintenance or construction will be provided
with TAW for movements on adjacent tracks
that are not within their working limits.
d. When roadway workers are working with
an RMM on the occupied track, in certain
circumstances on-track protection is also
required on the adjacent controlled track
(See Section 4.11, p.96).
e. The OSC will communicate with the
operations control center or yard tower
if tracks are to be fouled.
f. In any location where side clearance is
limited and no other places of safety are
provided, the OSC must arrange for on-track
protection through the use of ETO, FT, or IT.
g. Before starting any job that would involve fouling
any track — regardless of the authorized
70
speed of that track — where the operation of
any power tool, machinery or equipment, or
other outside noise interferes with the ability to
hear an approaching train, on-track protection
must be obtained by either:
i. Using TAW by posting a Watchman close
enough to the operation to be able to touch
the shoulder of those involved upon the
approach of a train, or
ii. Establishing working limits through the use
of ETO, FT, or IT.
4.4 The Use of Foul Time (FT)

a. The steps for FT are the same during revenue
and non-revenue hours.
b. FT is a method of establishing working limits
on controlled track for periods of less than
an hour, where the OSC is notified by the
operations control center/yard tower that no
trains will operate within a specific segment
of controlled track (within the working limits)
without the permission of the OSC. FT ends
when the OSC reports to the operations control
center/yard tower that the roadway workers
and their equipment are clear of the track.
c. Working limits established on controlled
track through the use of FT will comply with
the following requirements:
71
i. The operations control center/yard tower will
only give verbal approval for FT to the OSC
after the OCC/Yard Tower controller has
withheld the authority of all trains and RMMs
to move into or within the working limits
during the FT period.
ii. The OSC obtains permission from the
operations control center/yard tower to
establish FT by contacting the operations
control center/yard tower via radio or cell
phone (Light Rail only) and:
• Providing his or her radio call number
and the call number(s) of all of the
roadway workers in their crew,
• Requesting permission to enter the track
area and to establish FT,
• Providing the amount of FT being
requested,
• Giving the working limits by chain
marker or station, and
• Providing a description of the work
to be performed.
d. A roadway worker cannot enter the track
area until the operations control center/yard
tower gives permission to do so.
e. The OSC to whom FT is transmitted verbally
by the operations control center/yard tower
will repeat back the following to the operations
control center/yard tower for verification
72
before the FT can become effective:
i. Track number,
ii. Track limits and
iii. Time limits of the FT.
4.5 Exclusive Track Occupancy (ETO)

a. ETO establishes working limits
on controlled track by transferring
the authority to move trains and
other equipment to the OSC from
the operations control center/
yard tower.
b. In locations where side clearance is limited
and no other places of safety are provided,
the OSC must arrange for the use of the
track through ETO.
c. Working limits established on a controlled
track through the use of ETO will comply
with the following requirements:
i. The track within working limits will be placed
under the control of the OSC.
ii. The operations control center/yard tower
issues this authority to the OSC.
d. The authority for ETO will be transmitted by
the operations control center/yard tower to
the OSC on a written or printed document
as well as verbally.
73
ETO Statement of Permission (ETO-1)
On-Site Coordinator:
NAME:
DATE:
Working Limits:
BEGINNING LIMIT:
ENDING LIMIT:
Enter Chain Marker, Signal Number, or Station Name
Track #: 0 1 2 Interlocking Yard Track______

Circle all that apply
ETO START TIME:
Military Time
ETO END TIME:
Military Time
Method of Establishing ETO:

FLAGMEN SIGNAL CONTROL
WORK LIMIT STOP SIGN BARRICADE
CONTROLLER CALL NUMBER:
ON-SITE COORDINATOR SIGNATURE:
Fig 4.B: sample ETO Statement of Permission (ETO-1)

74
e. The OSC will maintain possession of the
written or printed permission, known as the
ETO Statement of Permission (See Figure
4.B) while ETO is in effect.
f. The documents are typically completed by
the OSC while in contact with the operations
control center/yard tower by radio or cell
phone (Light Rail only).
g. The OSC obtains permission to establish
ETO by contacting the operations control
center/yard tower via radio or cell phone
(Light Rail only) and:
i. Providing his or her radio call number and
the call number(s) of all of the roadway
workers in their crew,
ii. Requesting permission to enter the track area
and to establish working limits using ETO,
iii. Giving the working limits by chain marker,
signal, or station, and
iv. Providing a description of the work to be
performed.
h. The roadway workers cannot enter the track
i. The OSC to whom ETO is transmitted verbally
before the ETO can become effective:
75
i. Track number,
iii. Time limits of the ETO.
j. The operations control center/yard tower
will make a written or electronic record of all
permissions issued to establish ETO.
k. The extent of working limits established
through ETO will be defined by one or more
of the following physical features clearly
identifiable to a train or RMM operator or
other person operating roadway equipment:
i. A Flagman with instructions and ability to
stop all trains, RMMs and equipment from
entering the working limits. A train or RMM
can only proceed when given permission
by the OSC or Flagman. When permission
is given, the vehicle must not exceed the
restricted speed while operating through
the working limits.
ii. Fixed signals displaying an aspect indicating
“Stop.” For more information, see the
appropriate Rule Book.
iii. Temporary Approach Speed Limit signs
and Work Limit Stop signs (See Module 5).
A train or RMM can only proceed when
given permission by the OSC or Flagman.
When permission is given, the vehicle
must not exceed the restricted speed while
operating through the working limits.
76
iv. A clearly identifiable barricade prescribed by
MTA, to ensure trains and RMMs may not
pass without proper permission. A train or
RMM can only proceed when given
permission by the OSC or Flagman. When
permission is given, the vehicle must not
exceed the restricted speed while operating
through the working limits.
l. Movements of trains and RMMs within
working limits established through ETO will
only occur under the direction of the OSC.
Such movements will be at restricted speed
unless the OSC has specifically authorized a
higher or lower speed.
4.6 Train
Coordination (TC)
a. TC is used during
periods of close
coordination between
the OSC and the train
or RMM operator.
b. In TC, the operator waits for instructions
from the OSC (not the operations control
center/yard tower) for all movement within
working limits.
c. TC establishes working limits on a controlled
track when a test train is used, and where a
roadway crew is controlling the movements
77
of a train or RMM as part of the work being
performed, either in an equipment test
scenario or other closely coordinated effort.
i. Examples include: during track repair (Metro
only) and after catenary repairs have been made
and a test train is required to travel through
the area that was repaired (Light Rail only).
d. Working limits on controlled track through
the use of TC will be within the segments
of track on which only one train has the
authority to move.
e. The OSC obtains permission from the
operations control center/yard tower to
establish TC by contacting the operations
control center/yard tower via radio or
cell phone (Light Rail only) and:
ii. Requesting permission to enter the track
area and to establish TC,
signal or station,
performed, and
v. Requesting the train number of the train that
will be included as part of the work crew.
78
f. The roadway workers cannot enter the track
g. The OSC to whom TC is transmitted verbally
before the TC can become effective:
i. Track number,
ii. Track limits
iii. Train number/Operator badge number and
iv. Time limits of the TC.
h. The OSC who establishes working limits
on a controlled track through TC will
communicate the working limits with the
operator of a train approaching the working
limits and determine that:
i. The train is visible to all of the roadway
workers in the work crew,
ii. The train has stopped,
iii. Further movements of the train will be made
only as permitted by the OSC while the
working limits remain in effect, and
iv. The Train Operator will give up his or
her authority to move until the OSC has
released the working limits to the operations
79
4.7 Inaccessible Track (IT)
a. IT establishes working
limits on non-controlled/
out of service track(s) by
physically preventing entry
and movement of trains
and equipment.
b. Working limits on non-controlled tracks will
be established by rendering the track within
the working limits physically inaccessible to
trains at each possible point of entry. This
will be accomplished through at least one
of the following:
i. A Flagman with instructions and ability to
stop all trains and equipment clear of the
working limits.
ii. A switch or derail aligned to prevent access
to the working limits and secured by the
OSC with an effective securing device
(such as a block and clamp).
iii. A discontinuity in the rail that precludes
passage of trains or other roadway
equipment into the working limits.
iv. The OSC sets on-track protection on the
controlled track that connects directly with
the inaccessible track.
c. The remotely-controlled switch aligned to
prevent movement must be secured by the
80
control operator through all of the following:
i. Applying a blocking device and a clamping
device and removing power from the
switch motor,
ii. Notifying the OSC that protection has
been provided, and
iii. Leaving the protection in place until the
control operator receives permission from
the OSC to remove it.
d. The authority for IT is transmitted by the
operations control center/yard tower to the
OSC in a handwritten or printed document
as well as verbally.
e. The OSC obtains permission to establish
IT by contacting the operations control
center/yard tower via radio or cell phone
(Light Rail only) and:
area and to establish IT,
signal or station, and
performed.
f. The roadway workers cannot enter the track
81
g. The OSC to whom IT is transmitted verbally
will repeat the following to the operations
before the IT can become effective:
i. Track number,
iii. Time limits of the IT
h. The OSC will maintain possession of the
written or printed authority for the IT while
the authority for the working limits is in
effect.
i. Trains and RMMs in working limits estab-
lished through IT will move only under the
direction of the OSC and will only move at
restricted speed.
j. No operable trains or RMMs, except those
present or moving under the direction of
the OSC, will be located in working limits
established through IT.
4.8 Individual Train

Detection (ITD)
NOTE: Metro does not
permit lone workers and
therefore does not use ITD.
82
a. ITD permits a lone worker to acquire
on-track protection by seeing approaching
trains and RMMs and being clear of
the track 15 seconds before a train or
RMM arrives.
b. ITD may only be used to establish on-track
protection for lone workers in the following
situations:
i. By a lone worker who is trained and
qualified as an OSC.
ii. While performing routine inspection and
minor correction work.
iii. On a track outside the limits of an
interlocking or a controlled point.
iv. Where the lone worker is able to visually
detect the approach, in both directions, of
a train moving at the maximum authorized
speed on that section of track and be clear
of the tracks 15 seconds before the train
or RMM reaches their work area. See Table
6.A, for the distance traveled by trains in
miles per hour at all allowable speed limits.
v. Where the ability of the lone worker to
hear and see approaching trains and other
on-track equipment is not impaired by
background noise, lights, precipitation,
fog, passing trains or any other physical
conditions.
83
c. When using ITD, a lone worker must:
i. Conduct a Job Safety Briefing by radio
with the operations control center/yard
tower.
ii. Complete the ITD Statement of On-Track
Protection. See Figure 4.C (p.86) for a
sample statement. The lone worker using ITD
must produce the ITD Statement of On-Track
Protection when requested by a Federal
Railroad Administration representative, MTA
supervisor or Safety Officer.
iii. Contact the operations control center/yard
tower via radio or cell phone and request
permission to enter track area and obtain
ITD by:
• Providing his or her radio call number,
• Requesting permission to enter the track
area using ITD,
• Giving the location by chain marker
or station, (Not by signal in this case,
because signals are at interlockings) and
• Providing the description of the work he
or she will be performing.
d. The lone worker cannot enter the track
e. The lone worker to whom ITD is transmitted
verbally by the operations control center/yard
tower will repeat back the following to the
84
operations control center/yard tower for veri-
fication before the ITD can become effective:
i. Track number,
iii. Time limits of the ITD.
f. When the work is complete, the track(s)
must not be fouled and the operations con-
trol center/yard tower must be notified that
the lone worker and all materials/equipment
are clear of all track areas.
g. The lone worker will assume a position
and perform work in such a manner that
will permit him or her to make frequent
observations (at least every 5 seconds) in
both directions to see trains approaching
from both directions.
h. Upon the approach of a train on any track,
including any adjacent tracks, the lone
worker must clear all tracks.
i. Where view is restricted, the lone worker
will clear all tracks, keeping clear of any
tracks adjoining the track areas in which
they are working.
j. The lone worker will be clear of all tracks at
least 15 seconds before the train reaches
the point of work.
k. A lone worker retains the absolute right to
use on-track protection other than ITD if he
85
ITD Statement of On-Track Protection (ITD-1)
Supervisor/Controller:
Working Limits:
TRACK NUMBER(S) OR STATION NAME:
FROM CHAIN MARKER: TO CHAIN MARKER:
Place an X in the box adjacent to the Maximum

Authorized Speed within the working limits:
Required Sight Distance for a 25 Second Warning
MPH FEET MPH FEET MPH FEET
n 5 183 n 30 1,100 n 55 2,017
n 10 367 n 35 1,283 n 60 2,200
n 15 550 n 40 1,467 n 65 2,383
n 20 733 n 45 1,650 n 70 2,567
n 25 917 n 50 1,833
DATE: TIME:
EMPLOYEE SIGNATURE:
Fig 4.C: sample ITD Statement of On-Track Protection (ITD-1)

86
or she deems it necessary and to occupy a
place of safety until another form of on-track
protection can be established.
l. The place of safety to be occupied by a lone
worker upon the approach of a train may
not be on a track, unless on-track protection
has been established on that track.
m. A lone worker using ITD for on-track
protection while fouling a track may not
occupy a position or engage in any activity
that would interfere with that worker’s ability
to maintain a vigilant lookout (at least every
5 seconds) for, and detection of, approaching
trains moving in either direction.
4.9 Train Approach

Warning (TAW)
NOTE: The steps included in
TAW are the same, regardless
of whether TAW occurs during
revenue or non-revenue hours.
a. TAW establishes on-track protection
outside of established working limits through
the positioning of Watchmen by the OSC
to look for approaching trains and other
on-track equipment.
b. Watchmen will warn the roadway workers early
enough to allow them and their equipment
87
to be clear of the track and move to or remain
in a place of safety at least 15 seconds
before the train reaches the point of work.
c. Before two or more roadway workers
working together foul a track(s) using TAW,
they must identify the OSC who will assign
Watchmen to maintain sufficient lookout,
one in each direction or one in both direc-
tions, to see trains approaching the track
area from either direction.
d. The OSC must obtain permission to enter
the track area by contacting the operations
control center/yard tower via radio or cell
phone (Light Rail only) and:
area and establish TAW,
iii. Giving their location by chain marker, signal
or station, and
performed.
e. The roadway workers cannot enter the track
area until the operations control center/
yard tower gives the OSC permission to do
so, and the Watchmen (and any necessary
Advance Watchmen) are in position.
88
f. The OSC to whom TAW is transmitted orally
before the TAW can become effective:
i. Track number,
iii. Time limits of the TAW.
g. When the work under TAW is complete, all
personnel, tools and equipment must no
longer foul the track(s) and the operations
control center/yard tower must be notified
that the roadway workers are clear of the
track area.
h. Upon the approach of a train on any track
or adjacent track, the roadway workers
must clear all tracks.
i. Where the work crew’s view is restricted
(where they cannot clearly see the Watch-
men), the roadway workers must clear all
tracks and keep clear of any adjoining tracks.
j. On approach of a train on an adjacent
track, roadway workers must clear all tracks,
stop working, stand erect, and maintain
sufficient lookout in both directions to see on
which tracks other trains are approaching
and be able to clear if necessary to
prevent being trapped.
89
k. The Watchmen must warn the roadway
workers early enough to allow the roadway
workers to be clear of the tracks and move
to a previously arranged place of safety at
least 15 seconds before the train reaches
their point of work. (See Table 6.A, p.128, for
the feet traveled in miles per hour by trains
at all allowable speed limits.)
l. Watchmen assigned to provide TAW will
devote their full attention to detecting the
approach of trains and communicating a
warning, and they will not be assigned any
other duties while functioning as Watchmen.
m. The means used by
Watchmen to communicate
TAW will be distinctive and
will clearly signify to all re-
cipients of the warning that a
train or RMM is approaching.
n. Every roadway worker who depends upon
TAW for on-track protection will maintain
a position that will enable him or her to
receive a TAW signal communicated by
the Watchmen at any time while on-track
protection is provided by TAW.
90
o. Watchmen will
communicate TAW by a
means that does not require a
roadway worker to be looking
in any particular direction at
the time of the warning, and
the warned roadway worker can detect
the warning signal, regardless of noise or
distraction from work.
p. Whenever practical, the Watchmen are to
stand near the roadway workers but be clear
of all tracks and at a point where they will
have the best view of approaching trains
(in both directions if only one Watchman is
assigned to the crew).
i. They will be a sufficient distance from the
roadway workers to prevent distraction by
the work, but not so far that his/her audible
warning cannot be distinctly heard, except
as follows in Table 4.B (p.92).
q. When a handheld pneumatic or electric
tie tamper or other equipment with a gate
valve or control switch is in use, an Advance
Watchman may be needed, as the Watchman
stationed at the valve or switch must first
signal the roadway worker to shut off the
machine and then sound the TAW.
91
Table 4.B Positioning of Watchmen
When Using the Watchmen Must

Following Equipment Be Positioned
Pneumatic handheld At the lever gate valve

tie tamper equipped
with a lever gate valve
Rail joint bar or Near the roadway workers.

other such renewal There must be one Watch-
operation man for each machine or
group of machines and for
each separate group of
roadway workers, as many
Watchmen as may be
necessary.
Noisy power tool, Near the roadway

machinery or equip- workers. There must be
ment, which does not one Watchman for each
obstruct or foul the group of two or more
track and does not roadway workers, pro-
require absolute use vided they are working
of the track within one rail length
(39 feet). Two or more
workers working more
than 39 feet apart require
additional Watchmen.
Noisy machinery or Near the roadway workers.

equipment that must When all work is to be per-
be placed on the track formed from gauge side
when in use and which of rail, there must be one
requires absolute use Watchman for each set of
of the track three rail lengths (117 feet)
within which the machines
or welders are working.
92
r. When other noisy machinery or equipment
is in use, or when outside noise interferes
with the roadway workers’ ability to hear the
warning, the Watchmen near the roadway
workers will (if the roadway workers do
not appear to hear the warning) warn the
roadway workers by touching each one on
the shoulder and continuing to sound
the warning.
s. Every roadway worker assigned the
duties of Watchmen will be trained,
qualified and designated in writing by the
MTA Training Department.
t. MTA or a contractor of MTA will provide
every Watchman with the equipment
necessary for compliance with the on-track
protection duties he or she will perform.
See Table 3.A, Equipment for Flagmen
and Watchmen, for a list of the equipment
required for OSCs, Flagmen & Watchmen.
4.10 On-Track Protection Summary

Figures 4.D and 4.E (next page) represent the
decision flow for determining the appropriate
on-track protection.
93
Figure 4.D: On-Track Protection, Working Limits
ON-TRACK
PROTECTION
(OTP)
WORKING
LIMITS
Controlled Track Non-Controlled Track
Train Exclusive
Foul Time Coordi- Track Inaccessible
(FT) nation Occupancy Track (IT)
(TC) (ETO)
1. Authority
2. Job Safety Briefing
1. Authorization – Written & OCC

1. Authorization – Written & OCC 2. Job Safety Briefing
2. Job Safety Briefing 3. Switch blocked & clamped
3. Flagmen or derail
4. Local signal control – Red 4. Flagmen
5. Approach & Stop signs 5. Discontinuity in the rail
6. Identifiable barricade 6. Controlled Track with
working limits at entrance
94
Figure 4.E: On-Track Protection, No Working Limits
ON-TRACK
PROTECTION
(OTP)
NO
WORKING
LIMITS
Train Approach Warning (TAW) Individual Train Detection (ITD)

1. Authority
2. Job Safety Briefing –
1. Authority
ITD Form
2. Job Safety Briefing
3. Routine inspection or
3. Watchmen
4. Minor repair
4. Approved equipment
5. Outside interlocking limits
5. Can see the required
6. Visually detect trains
sight distance
7. Audibly detect trains
6. Distinctive and clear signal
8. No power-operated tools
7. Clear tracks 15 seconds
9. Maintain a vigilant lookout
before train reaches point
of work 10. Clear tracks 15 seconds
before train reaches point
of work
95
4.11 Overview of On-Track Protection for
Adjacent Controlled Tracks
a. When roadway workers are using an RMM
or Hi-Rail vehicle on an occupied track, AND
the speed limit for the adjacent controlled
track is MORE than 40 mph (passenger
vehicles) or 25 mph (all other vehicles) the
speed must be lowered on the adjacent
controlled track, not to exceed 40 mph
(Metro only) or 25 mph (Light Rail only).
b. The OSC will establish the appropriate
lower speed using one of two methods:
i. The OSC will call in a speed restriction to
MOCC or LROCC who will then notify all
affected Train Operators.
ii. The OSC will notify MOCC/Yard Tower
or LROCC and place temporary speed
and working limit signs on the adjacent
controlled tracks.
A30 A20 S R
ETO
INCOMING TRAFFIC
Working RMM
Crew
INCOMING TRAFFIC
Fig 4.F: Temporary speed restriction on adjacent track
96
c. In addition to lowering the speed on
the adjacent controlled track, there are
2 circumstances under which on-track
protection must be provided on the
adjacent controlled track. This is done
using TAW, ETO, or FT,
i. when the work is being performed
with roadway workers within the
plane of the rails or on the side of the
track away from the adjacent track
but LESS than 25 feet from the front
or rear of the RMM/Hi-Rail vehicle.
Watchman TAW Watchman
INCOMING TRAFFIC
Working
RMM Crew
INCOMING TRAFFIC
Fig 4.G: TAW, ETO or FT required on adjacent track
97
ii. If a boom or other equipment extends
beyond the body of an RMM/Hi-Rail vehicle
toward an adjacent controlled track.
Flagman ETO Flagman
RMM
INCOMING TRAFFIC
Working
Crew
INCOMING TRAFFIC
Fig 4.H: Equipment extends towards adjacent track
d. If work is being performed on the same

side of an inter-track barrier as the occupied
track, no lowered speed or on-track
protection is needed on the adjacent track.
50
INCOMING TRAFFIC
4' RMM
Working Crew
INCOMING TRAFFIC
Fig 4.I: Inter-track barrier
98
4.12 Clearing the Tracks
The following safety precautions must be
followed when clearing the tracks:
a. Stop all work activity when you are notified
or aware of an approaching train.
b. Be completely clear of the tracks at least 15
seconds before the train reaches you. This
includes both you and your equipment.
c. Report to the place of safety designated by
the OSC during the Job Safety Briefing.
d. When using a Flagman (such as when
ETO is established), the Flagman (when
authorized by the OSC) will provide the
“proceed” hand signal to approaching
train(s) through the work area.
e. Stop all equipment and vehicles while the
train is passing.
99
f. Remove tools, objects, materials or equipment
so they are not struck by an approaching train.
g. Have no tools or equipment hanging on or
from your shoulder.
h. Face the direction from which the train is
approaching. Watch for projecting, dragging,
or falling objects.
i. Inspect passing trains. If you detect a dan-
gerous condition, use proper hand signals
to stop the train. If the train does not stop,
immediately contact the operations control
center/yard tower.
j. Stay clear of the tracks until the Watchman
signals it is safe to resume work.
100
NOTES:
101
64
MODULE 5: Signals and Signs — RWP MANUAL
Module 5: Signals and Signs
LEARNING OBJECTIVES
FOR MODULE 5
This module provides you with an

overall understanding of:
n Signals used by Flagmen, Watchmen,
and Advance Watchmen
n Signs seen and used on and
around the tracks
n The work block/red tag request
process
5.1 Signals
a. Roadway workers whose duties may require
them to use hand signals must arrange to
have the proper equipment in good working
order and ready for immediate use. See Table
3.A (p.49) – Equipment for Flagmen and
Watchmen – for a complete list of equipment.
b. Hand signals must be given from a point
where they can be easily seen and in a manner
that can be understood and sufficiently in
advance to permit compliance.
103
c. Any object waved violently by anyone on
or near the track is a signal for the train or
RMM to stop.
5.1.1 Signals for Flagmen

a. Flagmen signal trains. They do not need to
be able to see roadway work crews.
b. Flagmen are only used for Exclusive Train
Occupancy (ETO) and Inaccessible Track (IT)
forms of on-track protection.
c. At night or when a signal cannot be easily
seen, hand signals will be given with an
approved flashlight.
104
d. A flagman signals a train to STOP by
moving a hand, red flag or approved light
back and forth horizontally across and in
front of the body, while facing the train.
(See Figure 5.A)
Fig 5.A: Stop Hand Signal – flag waved out from body/back across
105
Fig 5.B: Reduce Speed and Prepare to Stop Signal –
arm held straight out to side and steady
e. The Reduce Speed and Prepare to Stop

Signal is a static hand signal. Facing the train,
the flagman holds his or her hand or approved
light at arm’s length away from the body, out
to the side, and steady. See Figure 5.B.
f. For the Back Up Hand Signal, the flagman,
bending from the elbow, moves his or her
hand or approved light in a circle, in front of
the body, below shoulder level and facing
the train. See Figure 5.C.
g. For the Proceed/Move Forward Hand Signal,
the flagman moves his or her hand or ap-
proved light up and down, arm’s length, along
the side of their body. Facing the train, the
hand or light moves up and forward toward
the train, then down and back. See Figure 5.D.
106
Fig 5.C: Back Up Hand Signal – moves hand or approved light
in circle in front of body
Fig 5.D: Proceed /Move Forward Hand Signal – moves hand or

approved light up and down at arms length along side of body
107
5.1.2 Signals for Watchmen/
Advance Watchmen
a. Watchmen signal work crews to clear the
tracks for Train Approach Warning (TAW)
on-track protection. They do not signal
trains unless there is a roadway work crew
emergency where the roadway workers are
unable to clear the tracks.
b. A Watchman/Advance Watchmen signal the
approach of a train or RMM by sounding a
warning and by holding the standard white
disk at arm’s length overhead. See Figure 5.E.
c. When it is safe to resume work, the
Watchman/Advance Watchman holds
the standard white disk horizontally at
arm’s length and pointing toward the
track. See Figure 5.F.
d. The Watchman, receiving a signal from the
Advance Watchman, repeats the signal as
indication that it is understood.
e. At night or when the standard white disk
cannot be easily seen, hand signals will be
given with an approved flashlight.
f. Work must not resume after the passage
of a train or RMM until the Watchman has
signaled it is safe to do so.
108
i. Where Advance Watchmen are involved,
the Watchman nearest the work crew must
not give the signal to resume work until he
or she has received and acknowledged the
signal from the Advance Watchman that no
trains or RMMs are approaching.
g. If the Watchman nearest the work crew
does not acknowledge the warning signal,
the Advance Watchman will use his or her
red flag to signal the train or RMM to stop.
Fig 5.E: Clear the Track – white disk signal
Fig 5.F: Resume Work – white disk signal
109
5.2 Overview of Temporary and Fixed Signs
a. Fixed signs, when viewed in the direction of
movement, are located to the left of the track
they govern (Metro) and to the right of the
track they govern (Light Rail).
b. Signs for reverse movement are located to
the right of the track they govern.
c. Every roadway worker and train operator will be
familiar with the name, and indication, of each
of the following temporary and fixed signs.
5.2.1 Temporary Signs, Flags & Lights
5.2.1.1 Use of Temporary Speed & Work

Limit Signs
NOTE: Temporary Speed and Work Limit Signs are
only utilized for Exclusive Track Occupancy (ETO).
a. Temporary Stop signs will be displayed at
locations where trains and RMMs must stop.
Trains and RMMs must not pass a Stop sign
until given permission to proceed by the OSC.
When so notified, they must not exceed the
speed specified by the OSC while operating
b. Work limit signs are used for ETO when
track work is in progress on an active track
or when a speed restriction is to be placed
on a section of track.
110
5.2.1.2 Temporary Speed & Work Limit Signs
a. Approach Speed Limit
Sign This sign (Figure 5.G)
indicates a train is
approaching a restricted
speed area or work area.
Train operators must begin
to reduce speed to the
Fig 5.G: Approach Speed speed limit indicated on
Limit Sign
the sign as soon as the
Approach Speed Limit
sign is reached.
b. Stop Sign This sign
(Figure 5.H) indicates
that a train must stop
and can only proceed
when permission is
given by the OSC. When
permission is given,
Fig 5.H: Stop Sign
a train cannot exceed
the speed indicated on
the Approach Speed
Limit sign while operating
111
c. Work Limit Speed
Limit Sign This sign
(Figure 5.I) indicates a
train can proceed but
cannot exceed the
Approach Speed Limit
until it has passed a
Fig 5.I: Work Limit Speed
Work Limit Resume
Limit Sign
Speed sign.
d. Work Limit Resume
Speed Sign This sign
(Figure 5.J) indicates that
trains can resume normal
track speed after the Train
cab or RMM has passed
Fig 5.J: Work Limit the Resume Speed sign.
Resume Speed Sign
5.2.1.3 Placement of Temporary Speed and
Work Limit Signs
a. Before placing any sign along the track right
of way, the OSC must get permission to do so
from the operations control center/yard tower.
b. Place the Approach Speed Limit, Stop,
Work Limit Speed, and Resume Speed signs
to the right or left of each track to protect work
crews and equipment or where reduced speed
is required. (The exact location of the sign is
determined by the mode, the track and the
environmental conditions.)
112
c. Place signs to give the greatest possible
unobstructed view, considering track align-
ment and other surrounding conditions.
d. To preserve the reflecting ability of the
signs, keep the reflecting surfaces clean.
e. When placing the signs, always install them
from least restrictive to most restrictive.
f. Place the Stop sign at the point where
the working limits begin. To determine
the correct distances for sign placement,
do the following:
i. Refer to Appendix C for the appropriate
speed for approaching the working limits,
by chain marker.
ii. Then refer to Table 6.B to determine the
minimum stopping distance for the speed
of the train.
iii. Place signs at the appropriate distance
according to the data from both charts.
g. Place the Approach Speed Limit sign
ahead of either the Work Limit Speed sign
or Work Limit Stop sign.
113
i. Place the Approach Speed Limit sign so
it faces the direction from which trains or
RMMs are approaching.
ii. Place the Approach Speed Limit sign far
enough ahead of the Work Limit Speed
sign or the Stop sign to permit a Train or
RMM to stop based on the grade of track
and the speed limit in that track area.
See Table 6.B, p.130.
h. For Metro: Place the Resume Speed sign
600 feet beyond the end of the working limits.
R STOP A20 A30

1 4 3 2
600 FEET WORKING LIMITS INCOMING TRAFFIC
Fig 5.K: Placement of Resume Speed Sign – Metro

Install order
i. For Light Rail: Place the Resume Speed sign

300 feet beyond the end of the working limits.
A30 A20 STOP R

3 2 1 4
INCOMING TRAFFIC WORKING LIMITS 300 FEET
Fig 5.L: Placement of Resume Speed Sign – Light Rail

Removal order
114
5.2.1.4 Temporary Speed and Work Limit
Signs on Adjacent Tracks
a. When the OSC determines that the speed
for trains and RMMs needs to be lowered on
the adjacent controlled tracks, Temporary
Speed and Work Limit signs may be used
for this purpose.
b. All signs are positioned using the same calcu-
lations and placed and removed in the same
order as when used on the occupied track.
5.2.1.5 Temporary Signs – Blue Flag

a. A blue flag, or appropriate blue light during
night hours, is displayed when employees
are working on a disabled train or RMM
equipment.
The blue flags/lights must be placed
where they can be seen clearly by roadway
workers in the yard or track area.
b. A train or RMM protected by blue flags/
lights must not be coupled to or moved, and
other trains and RMMs must not be placed
where they obstruct the view of the blue
flags/lights.
c. The roadway worker who initiated the blue
flag protection is the only person who can
remove the protection.
d. The yard tower controller, when in the yard,
115
or the operations control center, when on a
track area, must be advised when a vehicle
is protected by a blue flag/light and when
the blue flag protection is removed.
Name: Blue Flag
Aspect: Blue rectangular
panel or blue light attached
to a vehicle or mounted on
the tracks, or a blue ribbon
Fig 5.M.1: Blue Light
hung in the control cab.
Indication: Do not key up
(activate), do not operate
vehicle and do not pass
vehicle; personnel are under,
between, in or upon vehicles
Fig 5.M.2: Blue Ribbon
protected by blue flags.
5.2.2 Metro Fixed Signs & Lights

Name: Chain Marker Sign
Aspect: Green sign (Figure
5.N) with silver letters placed
at 200 foot intervals along
the track areas on sound
barrier or tunnel walls,
fences, or posts.
Indication: Line, track
Fig 5.N: Chain Marker Sign
number, and distance in
hundreds of feet from the
Charles Center station.
116
Name: Fixed Blue Light

Aspect: Fixed Blue Light
(Figure 5.O)
Indication: Location of way-
side emergency telephone
(WET) and emergency trip
Fig 5.O: Fixed Blue Light stations (ETS)
5.2.3 Light Rail Fixed Signs and Lights

Name: Chain Marker Sign
Aspect: White sign (Figure
5.P) with blue letters placed
at 500 foot intervals along
the track areas.
Indication: Line, track
Fig 5.P: Chain Marker Sign
number, direction and
distance in hundreds of
feet from Baltimore Street.
Name: Fouling Point Sign
Aspect: Marker with letters
“FP” on the track.
Indication: closest point to
which a train may approach
a switch without encroaching
Fig 5.Q: Fouling Point Sign
on the clearance for equip-
ment on adjacent intersecting
track(s). (Figure 5.Q)
117
5.3 Work Block/Red Tag Request Process
a. Work Block/Red Tag Request meetings
are held weekly.
i. These meetings cover the work requested
for the following week, Friday – Thursday.
ii. Persons requesting to conduct any type
of track area work are required to attend
these meetings.
b. Any correspondence regarding a request
to perform work on or around:
i. The Light Rail Right-of-Way should be
made by calling 410-454-1781 or emailing
MTALRWorkBlock-RedTagRequest@
mta.maryland.gov.
ii. Metro requests are made by email to:
metroworkblock@mta.maryland.gov.
c. To obtain approval to work, the Work Block/
Red Tag Request process requires completion
of the two following tasks:
i. If necessary, the Work Block/Red Tag request
form (See Figure 5.R [Metro only] p.119 and
5.S [Light Rail only] p.120) submitted by
email to the address listed above, no less
than five business days prior to the Work
Block/Red Tag Request Meeting, or two
weeks prior to start of work.
ii. The person completing the Work Block
request or the work crew On-Site
118
Coordinator must attend the Work Block/
Red Tag Request Meeting the week prior
to commencement of work.
d. Failure to complete these tasks could
result in denial to perform work.
WORK BLOCK/RED TAG REQUEST FORM
Fig 5.R: Sample Work Block/Red Tag Request (Form MWB-1)
119
WORK BLOCK/RED TAG REQUEST FORM
Fig 5.S: Sample Work Block/Red Tag Request (Form LRWB-1)
120
“...Train operators have a lot to keep
an eye on while they’re operating, in
the cab and out. So you’ve got to be
sure that any signal you give them
catches their attention and it’s really
clear what you’re signaling. And
you keep signaling until you’re sure
they got it.”
NOTES:
121
MODULE 6: Positioning of Flagmen, Watchmen and Advance Watchmen — RWP MANUAL
Module 6: Positioning of Flagmen,
Watchmen and Advance Watchmen
LEARNING OBJECTIVES
FOR MODULE 6
In this module you will learn when it is

necessary to use Flagmen, Watchmen
and Advance Watchmen and where to
position them when establishing the
following types of on-track protection:
n Exclusive Track Occupancy (ETO)
n Inaccessible Track (IT)
n Train Approach Warning (TAW)
6.1 Overview
This module refers to three types of on-track
protection:
• Exclusive Track Occupancy (ETO) establishes
working limits on controlled track,
• Inaccessible Track (IT) establishes working
limits on non-controlled track by physically
preventing entry and movement of trains
and equipment, and
123
• Train Approach Warning (TAW) establishes
roadway worker protection (RWP) by
providing a Watchman/Advance Watchmen
to look for approaching trains and warn the
roadway workers early enough to allow them
to be clear of the tracks at least 15 seconds
before the train reaches the point of work.
NOTE: Foul Time (FT) does not require the use
of Flagmen or Watchmen/Advance Watchmen,
which is why it is not discussed in this module.
See Module 4 for further explanation of On-Track
Protection and Module 3 for an explanation of
the roles and responsibilities of Flagmen and
Watchmen/Advance Watchmen.
When establishing ETO or IT, Flagmen are one
of the ways used to maintain on-track protection,
and when establishing TAW, Watchmen and
Advance Watchmen are required to maintain
on-track protection for roadway workers in
the track areas and on the yard tracks in the
following situations:
a. Two or more roadway workers are working
together and fouling the track, and
b. The nature of the work, the size of the
group of roadway workers, and/or any
restrictions to view make it impractical
for the On-Site Coordinator (OSC) to
function as a Watchman.
124
i. The OSC may be the Watchman if he or she
can see the required sight distance in both
directions, is only protecting one or two
roadway workers and can give the warning
in sufficient time for the roadway workers
to be clear of the tracks 15 seconds before
any train or roadway maintenance machine
(RMM) arrives at the work location.
ii. The OSC may not be the Watchman in
track areas and yard tracks if three or more
roadway workers are working together
and the nature of the work, the size of the
group of roadway workers, and/or visual
obstructions make it impractical for the
OSC to be a Watchman.
6.1.1 Overview of Flagmen Positioning

a. Flagmen are trained and
qualified MTA employees or
contractors whose sole duty
is to look for approaching
trains and RMMs and to
stop them at the entrance
to the working limits.
b. The train must stop at or before the point
where the Flagman is standing. The Flagman
must be positioned where he or she is able
to see the required sight distance, based on
the distance a train will travel while braking
125
(based on speed limit and grade. See Table
6.B, p.130). When the Flagman sees a train
approaching, he or she must give the Stop
hand signal and the Train Operator must
begin braking.
c. Flagmen must have an unobstructed view of
the entire required sight distance based on
the grade of track and on the speed limit in
their area.
NOTE: Flagmen are NOT used for Train Approach
Warning (TAW) on-track protection.
6.1.2 Overview of Watchmen and Advance

Watchmen Positioning
a. A Watchman/Advance
Watchmen are trained and
qualified MTA employees or
contractors that provide
warning to roadway workers of
approaching trains and RMMs.
b. A Watchman/Advance Watch-
men are only used when providing
TAW on-track protection.
c. A Watchman/Advance Watchmen must
be properly equipped (See Table 3.A for a
complete list of required equipment) and
properly positioned to provide both visual
and auditory warnings.
126
d. A Watchman must be positioned in a
location where he or she can warn the
roadway workers early enough to allow
them to be clear of the tracks at least 15
seconds before the train or RMM reaches
the point of work. See Table 6.A, p.128 for
train and RMM maximum speeds and the
Watchmen’s required sight distance when
the train does not stop.
i. Track speed limits by chain marker are
listed in Appendix C.
ii. If the Watchman is unable to warn the
roadway workers in sufficient time for them
to be clear of the tracks 15 seconds prior
to the arrival of a train or RMM, the OSC
must assign Advance Watchmen to
provide more warning time.
NOTE: Table 6.A shows required sight distances
for Watchmen at track speeds up to 70 miles
per hour (mph). The total time needed for this
method of on-track protection is 25 seconds.
These distances give the Watchman adequate
time (10 seconds) to both signal the roadway
workers and have them clear the tracks and then
remain clear of the tracks for 15 seconds prior
to the arrival of a train or RMM.
127
Table 6.A – Train and RMM maximum speeds
and Watchmen’s required sight distance when
the train does not stop
FEET FEET IN FEET FEET IN

MPH PER 25 MPH PER 25
SECOND SECONDS SECOND SECONDS
5 7 183 40 59 1,467
10 15 367 45 66 1,650
15 22 550 50 73 1,833
20 29 733 55 81 2,017
25 37 917 60 88 2,200
30 44 1,100 65 95 2,383
35 51 1,283 70 103 2,567
e. Before starting any job that would involve:

i. Roadway workers fouling any track, regardless
of the authorized speed of that track,
ii. The operation of any power tool(s), machinery
or equipment, or
iii. Outside noise that interferes with the roadway
workers’ ability to hear the Watchman’s
audible warning,
On-track protection must be obtained through
one of the following methods:
i. Establishing working limits using ETO,
ii. Taking the track out of service by
establishing IT, or
128
iii. Posting a Watchman close enough for him
or her to be able to touch those involved
upon the approach of a train through the
use of TAW.
6.2 Positioning Flagmen

NOTE: Flagmen are NOT utilized in TAW on-track
protection.
6.2.1 Positioning of Flagmen for ETO

a. It is not necessary for
Flagmen to be in sight of the
roadway workers.
b. Flagmen must be in constant
communication with their OSC.
c. Refer to the Track Speeds by Chain Marker
chart in Appendix C to first determine the
train speed and then calculate the stopping
distance using Table 6.B, p.130.
d. The train must stop at or before the point
where the Flagman is standing. The Flagman
must be positioned where he or she is able
to see the required sight distance, based on
(based on speed limit and grade). When
the Flagman sees a train approaching, he or
she must give the Stop hand signal and the
Train Operator must begin braking.
129
MINIMUM STOPPING DISTANCE IN FEET OF RMMS, LRVS AND METRO RAILCARS
Brake rate of 3.0 mphs deceleration | According to the Train Speed and the Grade of Track
an RMM, Light Rail Vehicle and Metro Railcar,
MPH Use for Positioning Flagmen and Calculating Minimum Distance Between
TRAIN the Approach Sign and the Work Limit Stop Sign
Table 6.B – Minimum Stopping Distance of
SPEED 0% 1% 2% 3% 4% 5% 6% 7%
5 6 7 8 8 9 10 11 13
10 25 27 29 32 35 39 44 50
15 55 60 65 70 78 87 98 113
20 98 106 115 126 139 155 175 200
25 153 165 179 196 216 241 272 313
30 221 238 258 282 311 347 392 450
35 300 324 351 384 424 472 534 613
40 392 423 459 502 553 617 697 800
45 486 535 580 635 700 781 882 1,013
50 612 660 716 783 864 964 1,088 1,250
55 740 798 867 948 1,046
60 881 950 1,031 1,128 1,244
in Feet
65 1,033 1,115 1,210 1,324 1,460
70 1,199 1,293 1,404 1,535 1,694
130
Working
Crew
Flagman
Fig 6.A: ETO using flagman and red signal
NOTE: Using Flagmen is only one of the methods

available for establishing ETO, and it may be
used in combination with the other methods (i.e.
signs, signal control, barricades). For example, a
Flagman may be used in one direction, with one
of the other methods used in the other direction.
6.2.2 Positioning of Flagmen for IT

IT is indicated with:
a. A switch or derail aligned to
prevent access to the working
limits and secured with an
effective securing device by
the OSC of the work limits,
b. A discontinuity in the rail to preclude
passage of trains or locomotives into the
working limits,
Working
Crew
Rail
Discontinuity
131
c. The OSC sets on-track
protection on the controlled
track that connects directly
with the inaccessible track
or
d. A Flagman with
instructions and capability
to hold all trains and
equipment clear of the
working limits.
e. It is not necessary for Flagmen to be in sight
of the roadway workers.
f. Flagmen must be in constant communication
with their OSC.
g. Refer to the Track Speeds by Chain Marker
chart in Appendix C to first determine the
train speed and then calculate the stopping
distance using Table 6.B, p.130.
h. The train must stop at the point where the
Flagman is standing. The Flagman must
be positioned where he or she is able to
see the required sight distance, based on
(based on speed limit and grade). When the
Flagman sees a train approaching, he or she
must give the Stop hand signal and the Train
Operator must begin braking.
132
6.3 Positioning Watchmen & Advance
Watchmen
NOTE: A Watchman/Advance Watchmen are
only utilized for TAW on-track protection.
6.3.1 Positioning Watchmen & Advance

Watchmen for TAW
For additional information on Train Approach
Warning (TAW), see Module 4, On-Track Protection
Methods & Definitions.
When using TAW to provide on-track protection,
the OSC is responsible for assigning and
positioning a Watchman, and if necessary,
one or more Advance Watchmen, in accordance
with the conditions pertinent to their specific
work location.
a. The Watchman will, if practical, be stationed
clear of all tracks at a point where he or she
will have the best view of approaching trains
and RMMs.
i. He or she will be at a sufficient distance
from the roadway workers to avoid being
distracted by the work, but not farther than
his or her audible warning can be distinctly
heard and visual warning can be seen.
ii. If the Watchman near the roadway workers
cannot see the roadway workers when
positioned at the required sight distance,
an Advance Watchman is required.
133
b. When noisy machinery or equipment is in
use, or when outside noise interferes with
the roadway workers’ ability to hear the
warning, the Watchman near the roadway
workers will warn them by touching them
while continuing to sound the warning.
Fig 6.B: Touch Warning
c. When a handheld pneumatic or electric tie

tamper or other equipment having a gate
valve or control switch is in use, the
Watchman stationed at the valve or switch
will first alert the roadway worker operating
the machine to shut off their power and
then sound the warning for the rest of the
roadway workers.
134
d. A ladder, scaffold, trestle or other such
work facility where people, RMMs or other
equipment, machinery, or highway vehicles
have the potential to collide with it, must be
protected by:
i. Surrounding the area with a suitable guard,
such as an orange contractor fence, that is at
least 10 feet from such obstruction, properly
marked and if necessary, illuminated.
e. TAW is NOT recommended in the
following situations:
i. In areas marked NO CLEARANCE between
track areas. Section B track areas have
a concrete duct bank that looks like a
sidewalk, placed between the tracks. Due
to the closeness of the tracks, there is NO
CLEARANCE for personnel to stand on this
duct bank at certain marked locations.
ii. In the Sudbrook Tunnel. The Sudbrook tunnel
extends from CM 472 to CM 478. While there is
a clearance walkway through the tunnel and
a flashing amber light warning of approaching
trains, all personnel must note that:
• Normal train speeds are 56-60 mph
in the tunnel,
• There is no handrail for the clearance
walkway, and
• The rapid change of light adversely
affects the Train Operator’s vision.
135
iii. North Chain Marker (CM) 124 to North CM
153 – track 2 – The Jones Falls runs parallel
to the track, and in some areas the drop
away to the river is as close as 16 ft. from
the track center.
iv. North CM 342 to Falls Rd. Station –
track 1 – There is no walking path and areas
clear of the track butt against extreme hill
elevation. Do not attempt to clear to
this side.
v. North CM 352 to North CM 405 – Lake
Roland borders both tracks, and in some
areas the land drop away is less than 14 ft.
vi. North CM 863 to North CM 880 – Light
Rail Vehicle articulation creates minimum
clearance when attempting to clear to the
east side of the rail.
vii. South CM 30 to South CM 42 – Minimum
clearance for tracks 1 and 2. There are no
walking paths on either side.
viii. South CM 45 to South CM 96 – Elevated
track bridging Middle River has No Clear-
ance for track 1 or track 2. Track center to
catwalk is approximately 7ft.
ix. South CM 226 to South CM 428 –
Elevated track minimum clearance is due
to sharp land drop away track 1 and 2.
136
f. A Watchman/Advance Watchmen
stationed on opposite sides of and clear
of the tracks are not required to cross the
tracks in order to clear on the same side
of the track as the OSC.
g. Roadway workers designated as the
Watchman/Advance Watchmen must have,
in good working order, the equipment listed
in Table 3.A, p.49.
6.3.1.1 Advance Watchmen and TAW

a. An Advance Watchman/multiple Advance
Watchmen must be assigned when:
i. Approaching trains or RMMs on any track
in either direction cannot be readily seen
by the Watchman to give sufficient warning
for the roadway workers to be clear of the
tracks 15 seconds before the train or RMM
arrives, or
ii. The separation of the Watchman from the
rest of the roadway workers prevents any of
the roadway workers from distinctly hearing
the Watchman’s audible warning and/or
clearly seeing the visual warning.
b. Advance Watchmen, when required because
of obstruction to view, in addition to those
specified previously, will be stationed at a
point where they will have the best view
137
of approaching trains or
RMMs from the direction
they are assigned to monitor.
i. They will be stationed where
their warning signal (the stan-
dard white disk) can be clearly
seen and/or an ancillary warn-
ing (air horn or whistle) can be
heard by the next Watchman
closer to the roadway workers.
6.3.1.2 Determining Watchmen Positioning

A Watchman’s position can be determined by
using Table 6.A. As stated earlier in this module,
Table 6.A shows distances for the placement of
Watchmen at track speeds up to 70 mph. The total
time needed for this method of on-track protection
is 25 seconds. These distances give the Watchman
adequate time to both signal the group of road-
way workers and have them clear the tracks (10
seconds) and then remain clear of the tracks for
15 seconds prior to the arrival of a train or RMM.
6.4 Positioning Flagmen, Watchmen on
Adjacent Controlled Track
When the OSC determines that on-track
protection is needed on the adjacent controlled
track, the options available for on-track
protection are TAW, ETO and FT.
138
If flagmen, watchmen, or advance watchmen
are used on the adjacent controlled track, their
position is calculated in the same way for the
adjacent track as for the occupied track.
6.5 Maintaining Flagman,
Watchman/Advance
Watchmen Coverage
a. When it is necessary for a
Flagman, Watchman or any
Advance Watchmen to leave
their post for any reason,
even momentarily, the OSC
must assign another Flag-
man, Watchman/Advance
Watchman in his or her place.
b. The OSC must be certain this individual is
qualified, in the correct position, is properly
equipped and is watching for trains and RMMs,
before permitting the original Flagman,
Watchman/Advance Watchman to leave his
or her post.
NOTES:
139
6
MODULE 7: Job Safety Briefing — RWP MANUAL
Module 7: Job Safety Briefing
Every group of roadway workers whose duties
require fouling a track will have one roadway
worker designated as the On-Site Coordinator
(OSC). The OSC arranges the on-track protection
for all roadway workers in the group. Arranging
on-track protection includes holding and
completing a Job Safety Briefing.
LEARNING OBJECTIVES
FOR MODULE 7

understanding of the:
n Definition of a Job Safety Briefing
n Requirements to be followed for
each Job Safety Briefing
n Job Briefing Acknowledgement
Form each roadway worker must
initial after a Job Safety Briefing
141
7.1 Job Safety Briefing Guidelines
a. Prior to performing any task requiring the
coordination of two or more roadway workers,
all roadway workers involved must hold a
Job Safety Briefing, led by the OSC, to ensure
they have a clear understanding of the
on-track protection being provided as well
as a thorough knowledge of each person’s
individual responsibilities.
b. Unless otherwise instructed, all of the
roadway workers within the working limits
must clear the tracks on the same side of
the track as the OSC.
NOTE: Flagmen and/or Watchmen stationed on
opposite sides of and clear of the tracks are not
required to cross the tracks to clear on same side
of the track as the OSC.
c. Each roadway worker involved will be notified
any time on-track protection changes during
a work period. This information will be given
before the change is effective, except in
cases of emergency.
i. Any roadway worker(s) who, because of an
emergency cannot be notified in advance,
will be immediately notified to leave the
working limits and will not return to the
working limits until on-track protection is
re-established.
142
7.2 When do Job Safety
Briefings take place?
Job Safety Briefings should
be conducted:
• At the start of each job,
prior to beginning work,
• Whenever the OSC changes, or
• Whenever the on-track protection changes.
7.3 What are the steps included in a Job

Safety Briefing?
The basic steps in a Job Safety Briefing are
listed below. Everyone involved in a Job Safety
Briefing must stop what they are doing and
focus on the Job Safety Briefing, and all roadway
workers involved in the job must participate.
The OSC will:
a. Verify that all roadway workers’ RWP I.D.s
are current. NOTE: If a roadway worker’s
I.D. is not current, he or she will not be
allowed to foul the tracks.
b. Review the entire work assignment with his
or her roadway workers.
c. Determine the method of on-track protection
to be provided on the occupied track.
d. If using an RMM or Hi-Rail vehicle on the
occupied track determine:
143
i. If a speed restriction is needed on the
adjacent controlled track and the method
of speed reduction if needed.
ii. If on-track protection is needed on the
adjacent controlled track and method of
on-track protection to use (TAW, ETO, FT) if
needed. (See 4.11, p. 96 for requirements)
e. Determine the type(s) of personal protective
equipment required.
f. Discuss and identify the place of safety
to be used. NOTE: The OSC may not
assign the final Place of Safety until all of
the roadway workers involved arrive at the
point of work.
g. Assign Flagmen and/or Watchmen and
Advance Watchman as needed.
h. Perform a functional
test of all safety and warning
devices to confirm that all
safety devices are turned on
and functioning properly.
During the Job Safety Briefing, the roadway
workers and the OSC will:
a. Share similar work experiences.
b. Identify potential job hazards.
c. Reach consensus on how the job needs
to be performed to be injury free.
144
d. Review the specific responsibilities of
each roadway worker in the group.
e. Initial the Job Briefing Acknowledgement
Form (form JB-1) See p.146 for a sample form.
NOTE: A Job Safety Briefing is only considered
complete once all roadway workers initial the
Job Briefing Acknowledgement Form indicating
they understand the on-track protection and
instructions presented.
7.4 Lone Workers and the Job Safety Briefing

a. At the beginning of each shift, each Lone
Worker will communicate with a supervisor
or with the appropriate operations control
center/yard tower to conduct a Job
Safety Briefing.
b. The Lone Worker must also advise the
operations control center/yard tower of
his or her planned itinerary.
c. If the Lone Worker holds the Job Safety
Briefing with his or her supervisor, the Lone
Worker must also notify his or her operations
control center/yard tower of their presence
on the tracks.
145
JOB BRIEFING ACKNOWLEDGEMENT FORM JB-1
1. On Site Coordinator:
NAME: DATE:
2. Working Limits:
TRACK NUMBER(S): CHAIN MARKER:
TO CHAIN MARKER: STATION NAME:
3. Red Tag Implemented? YES NO

4. Grounding Straps Installed? YES NO
LOCATION(S):
5. Type of on-track protection being provided:

EXCLUSIVE TRACK OCCUPANCY TRAIN APPROACH WARNING
FOUL TIME INACCESSIBLE TRACK TRAIN COORDINATION
6. When clearing the tracks the designated place of

safety is:
7. If needed, have flagmen or watchmen been

assigned and positioned? YES / NOT NEEDED
8. Will Railroad Maintenance Machines be involved

in the work? YES / NO
If YES, have safety issues been discussed? YES / NO
9. Number of roadway workers in crew: _______
8. I understand all aspects of my on-track protection
and feel that I am adequately protected against
trains and/or on-track equipment and RMMs.
EACH ROADWAY WORKER MUST INITIAL:
GENERAL ORDER#: WORK BLOCK#:
146
“…I’ve been working on the tracks
quite a few years now. So sometimes
I know the area we’re working in better
than the OSC assigned that day. That
means that in a Job Safety Briefing,
when we start talking about what’s the
best place of safety for us to clear to,
my participation is important.”
NOTES:
147
MODULE 8: Equipment Operation— RWP MANUAL
Module 8: Equipment Operation
LEARNING OBJECTIVES
FOR MODULE 8

understanding of safe equipment
operation, including:
n General equipment operation
n Operating Roadway Maintenance
Machines (RMMs)
8.1 Definitions of Roadway Maintenance

Machines (RMMs) & Hi-Rail Vehicles
a. An RMM is a device powered by any
means of energy other than hand power,
which is being used on or near tracks
for maintenance, repair, construction or
inspection of track(s), bridges, roadway,
signals, communications or electric
traction systems. RMMs may have road or
rail wheels or they may be stationary.
b. A hi-rail vehicle is a truck or automobile
with retractable flanged wheels that permit
it to be used on either roads or tracks.
It is a type of RMM.
149
8.2 Equipment Operation
NOTE: The rules in this module apply to all
revenue and non-revenue vehicles.
8.2.1 Entering or Leaving Track Areas

a. Roadway workers must obtain permission
from the operations control center/yard tower
before fouling or entering any track areas.
b. When leaving track areas, roadway workers
must notify the operations control center/
yard tower when they are clear of the tracks.
8.2.2 Normal Direction of Traffic

a. RMM operators must only operate their vehicles
in the normal direction of traffic, except on
orders from the operations control center/yard
tower or as required by schedule authority.
b. The normal direction of traffic on
mainline tracks for Metro is:
i. Track 1 eastbound
ii. Track 2 westbound
c. The normal direction of traffic in double
track areas for Light Rail is:
i. Track 1 southbound
ii. Track 2 northbound
150
8.2.3 Reverse Direction of Traffic
a. Only the operations control center may
authorize the operation of trains against the
normal direction of traffic.
b. When it is necessary to operate against the
normal direction of traffic, trains will operate
in Manual Mode.
c. Fixed signals govern movements through
interlockings, unless instructed otherwise
by the Metro Operations Control Center
(MOCC)/Yard Tower (YT).
8.2.4 RMMs and Adjacent Controlled Tracks

a. When an RMM is in use on the occupied
track, two actions must be taken on the
adjacent controlled track(s):
i. If the speed limit for the
adjacent controlled track is
MORE than 40 mph (passenger
vehicles) or 25 mph (all other
vehicles) the speed must be
lowered on the adjacent con-
trolled track, not to exceed 40
mph (Metro only) or 25 mph (Light Rail only).
ii. TAW, ETO or FT must be considered for
the adjacent controlled track(s). See section
4.11 for regulations regarding when on-track
protection is required on the adjacent
controlled track.
151
b. The speed is lowered by requesting a speed
restriction from LROCC or MOCC or by
placing temporary speed and working limit
signs after notifying LROCC or MOCC/YT of
the need for lowered speed on the adjacent
controlled track.
8.2.5 Placing Flagmen & Watchmen around

RMM Operations
NOTE: See Module 6 for more information on
the placement of Flagmen and Watchmen.
a. When Flagmen and/or
Watchmen are assigned to
protect roadway workers,
the RMM operator must ap-
proach the Flagmen/Watch-
men prepared to stop.
i. RMM operators must be governed by the
Flagman’s hand signals.
b. RMM operators, upon observing person(s)
and/or equipment working on or about the
track area ahead of their vehicle, will:
i. Sound the horn,
ii. Await the proper hand signal from the
roadway worker in the track area, and
iii. Answer the hand signal with two beeps
of the horn.
c. If the RMM operator is approaching person(s)
152
on or about the track and observes:
i. At least one person not facing the RMM,
and this person is also not responding with
a proper hand signal, or,
ii. Anyone waving violently,
The RMM operator will:
• Stop the RMM,
• Sound the horn,
• Report the incident to the operations
control center/yard tower, and
• Await instructions.
d. While passing work areas or on-track work
equipment, RMM operators must sound the
horn continuously until they have passed all
personnel and equipment.
8.2.6 Operation on Slippery Rails

a. When starting or stopping
an RMM on slippery rails,
RMM operators must use
a slower accelerating or
braking rate than normal to
ensure adequate stopping
distance and to prevent
damage to equipment.
b. Any observed slippery rails should be reported
to the operations control center/yard tower
immediately.
153
8.2.7 Safe Stopping
a. When stopping at the end of track, a bumping
post, or behind a train or another RMM,
the RMM operator must use caution and
allow adequate braking distance, which is
determined by the condition of the rail.
b. The RMM operator must be able to bring
the RMM to a stop not less than five feet
from the end of the track, bumping post,
train, or other RMM.
8.2.8 Yard Movements/Safety in the Yard

a. Before walking around the front or rear of an
RMM, roadway workers must be sure the
RMM is not moving or about to move.
154
b. Do not move RMMs in the yard without
first receiving authority from the Light Rail
Operations Control Center (Light Rail only)
or Metro Yard Tower (Metro only).
c. RMM operators must not move an RMM in
the yard if an RMM is moving on an adjacent
track, except when performing maintenance.
d. RMM operators must operate RMMs at yard
speed, which is not to exceed 12 mph.
e. RMM operators operating RMMs in the yard
must be prepared to act immediately to stop
their RMM’s movement.
f. RMM operators performing track switching in
the yard must do so efficiently and in a manner
that will avoid personal injury or damage to
cars, equipment, or other property.
g. RMM operators must expect track switches
in the yard to be aligned against their RMM’s
movement. They must observe the alignment
of yard track switches before proceeding.
h. RMM operators must not back up or change
the direction of their RMMs while the RMM
is over a track switch.
i. Cromwell and North Avenue track switches
must be aligned from the push-button
and not trailed.
155
8.2.9 RMMs Fouling Tracks
RMMs must not be left standing
beyond a fouling point marker
where they will foul adjacent
tracks, leads, trains, or RMMs
on adjacent tracks, unless they have authority
from the operations control center/yard tower.
8.2.10 Working On or Under

a Train or RMM
a. A blue flag, or appropriate light
during night hours, must be in
place at both ends of a disabled
train or RMM that employees are working on,
about, or under. The blue flags/lights must
be placed where they can be seen clearly by
roadway workers in the yard or track area.
b. A train or RMM protected by blue flags/
lights must not be coupled to or moved, and
other trains and RMMs must not be placed
where they obstruct the view of the blue
flags/lights.
c. The roadway worker who initiated the blue
flag protection is the only person that can
remove the protection.
d. The yard tower controller when in the yard,
or the operations control center when on the
mainline, must be advised when a vehicle is
156
protected by a blue flag/light and when the
blue flag protection is removed.
e. Roadway workers MUST NOT
ride, sit, or stand on the following
locations of a train, locomotive,
self-propelled equipment, RMM
or other vehicle:
i. Step,
ii. Between units with a handhold
and/or
foot on each,
iii. Footboards, or
iv. Coupler.
f. Roadway workers must not insert any
parts of their body, including hands or feet,
between footboards, couplers, or units.
g. Roadway workers must not have any parts
of their bodies projecting beyond the sides
of a vehicle.
h. Roadway workers must not sit or stand on
the roof, a full load or an empty load area of
a train or RMM, or on the top of the sides
or the end of a flat car, unless this area of
the car is arranged for and authorized as a
working platform.
i. Roadway workers must NOT get on or off
moving RMMs.
157
j. A supervisor or designated roadway worker
will have all equipment, and/or RMMs that
are occupied, under repair, or to be repaired,
properly placed and protected in the order
listed below:
i. On a track assigned exclusively to such
RMM or other machinery and preferably not
adjacent to other track areas. (Light Rail
Example: North Ave. yard track 5 1/2).
(Metro Example: Wabash Yard, a MOW
yard with 3 tracks but no third rail power
for trains). In this situation, employees
must do all of the following:
• Set track switches against move-
ment to that track and lock them
with appropriate locking devices.
• Ensure that an ample number of
handbrakes on the RMM, equip-
ment, or machinery are set to Hold.
• Stop the engine or motor, remove the
key, engage clutch or gears, and apply
the brakes for self-propelled or other
equipment, machinery, or cars.
ii. On a track to be used for other purposes (as
in construction). In this situation, a roadway
worker must secure and lock the vehicle
with appropriate locking device or portable
derail, in derailing position, on the side away
from track areas, at least fifty feet from each
end of such train, equipment, or machinery.
158
8.2.11 RMM & Hi-Rail Vehicle Safety Operations
RMM operators must follow these safety
precautions when operating RMMs:
a. Test the brakes immediately after starting
to travel.
b. If possible, keep the Operator’s Manual on
the equipment, to determine safe operating
procedures as necessary.
c. Do not exceed 20 mph for the movement of
RMMs through stations.
d. Keep components of RMMs clear of trains
passing on adjacent tracks.
e. Communicate with any roadway workers
near the equipment regarding:
i. Normal equipment operating procedures,
ii. Location of roadway workers working
around or observing the equipment,
iii. Operator’s blind spots, and
iv. Signals warning that the equipment will move.
159
Working RMM RMM
Crew
15' 30'
Fig 8.A: Distances from workers and other RMMs
f. Remain at least 15 feet from roadway workers

working on the track in front of or behind the
equipment, unless:
i. The operation requires roadway workers
to be closer, and
ii. This has been communicated in advance
to the affected roadway workers.
g. Maintain at least 30 feet between standing or
working equipment, to avoid collisions.
EXCEPTION: The 30-foot distance between
RMMs and other equipment may be reduced
if necessary, but only after arrangements have
been made with all affected roadway workers
to ensure that no roadway workers are
between their equipment and the RMM.
h. Increase the distance between RMMs when:
i. The RMM is working on territory where grades
or curves limit the sight distance, or
ii. The rail is wet, icy, or oily.
i. Consider the following factors when
determining the working speed for the RMM:
160
i. Location of roadway workers required to be
on the track in the area
ii. Operator visibility
iii. Braking distances
iv. Speed required to complete the work
v. Physical characteristics of the track
vi. Environmental conditions
j. Where operating conditions permit,
RMMs must be at least 7.5 feet from the
rail of an adjacent track (10 feet from the
centerline of a track).
INCOMING TRAFFIC
7.5' 10'
RMM
INCOMING TRAFFIC
Fig 8.B: RMM distance from adjacent track
k. Do not foul or have the potential to foul

an adjacent track with any part of the
equipment unless:
i. Foul Time (FT) or Train Approach
Warning (TAW) has been established on
the adjacent track, or
ii. The adjacent track is a controlled track
and Exclusive Track Occupancy (ETO) or
FT has been established on the track, or
161
iii. The adjacent track is a non-controlled track
and the track has been made inaccessible
through the use of Inaccessible Track (IT).
NOTE: See Module 4 for additional
information on FT, TAW, ETO and IT.
l. When roadway workers are getting on
and off of RMMs, or if they are between
self-propelled equipment:
i. Stop the equipment,
ii. Disengage the clutch or gears, and
iii. Set the brakes to Hold.
m. Do not allow anyone to distract or interfere
with these duties. If this happens, stop all
movement.
n. RMM operators driving through stations
must watch for pedestrians that may be
crossing in front of or behind their RMMs.
o. RMM operators must observe and comply
with the indications of all signals.
p. Special attention must be given when
approaching grade crossings and Crossing
Warning Indicator (CWI) signals.
q. When approaching stations that are in close
proximity to grade crossings and/or CWI
signals, RMM operators must consider the
station dwelling times needed to activate
the crossing warning.
162
NOTES:
163
MODULE 9: Electrical Power Systems — RWP MANUAL
Module 9: Electrical Power Systems
LEARNING OBJECTIVES
FOR MODULE 9
In this module, you will gain an

understanding of Metro and Light Rail
Power Systems, including:
n Traction Power Substations (TPSS)
n Power Systems
n Switch heaters
n Third Rail Power, including stepping
over, removing power and rescuing
a person in contact with the third rail
(Metro only)
n Emergency Trip Stations (Metro only)
n Third rail heaters (Metro only)
n Overhead Catenary Systems, including
the process for grounding the catenary
wires (Light Rail only)
All MTA trains and passenger stations are

powered by electricity, which is supplied
to Metro and Light Rail stations by Traction
Power Substations (TPSS).
165
9.1 Metro Power Systems
Metro trains run on rails called “running rails,”
but there is another rail—called the third rail (or
contact rail)—that provides the electrical power
to the trains. Working with this third rail requires
expertise, caution, and special attention.
9.1.1 Traction Power Substations

a. Traction Power Substations (TPSS) are
found at all Metro stations.
b. These substations convert conventional
electrical power from the AC (alternating
current) to the DC (direct current) that ener-
gizes the third rail to power the traction mo-
tors that propel the railcars (See Figure 9.A).
c. TPSS can be located in a variety of places:
i. Above or below ground,
ii. Inside or outside of the right of way,
iii. Inside a station, or
iv. Attached to a station.
d. There are also TPSS at the Wabash Yard and
at the McDonough Road Service Building.
e. Baltimore Gas & Electric (BGE) provides
two separate power feeds to each substation.
The power feeds are converted to DC for
traction power and to lower AC voltages for
station power. (BGE 410-685-1400)
166
f. Traction Power Substations contain high
voltage, up to 13,200 volts AC. For this
reason, access to these substations is
restricted to authorized personnel.
13,200 volts AC
TPSS
BGE
Ground
750 volts DC Third Rail
Fig 9.A: Traction Power Substations
9.1.2 Third Rail Power

a. Third rail power is also known as traction
power (See Figure 9.A).
b. Third rail power is used to propel the train cars.
c. The third rail is a massive conductor and
should always be considered energized.
d. Contacting the third rail with any part
of your body is dangerous and can
cause electrocution and an electrical or
thermal burn.
167
e. Current collector shoes
are on either side of a train,
between its wheels. High
voltage is transferred from one
collector shoe to the other
three collector shoes of a rail
car. Roadway workers should
Fig 9.B: Collector Shoe consider all shoes hot (i.e. elec-
trified) unless power has been de-energized by
Metro Operations Control Center (MOCC) or
the Yard Tower. Contact with these shoes can
result in electrocution (See Figure 9.B).
f. The third rail is located alongside the running
rail. It is a segmented rail that comes in many
different lengths based on system needs.
g. The third rail has a fiberglass
coverboard, and it sits on
insulated pedestals about four
inches higher than the running
rail (See Figure 9.C).
h. The running rail used in the
Metro system is a continuous
Fig 9.C: Location of welded steel rail that acts
the Third Rail
as the “negative return” of
the electric traction power
system by completing the
power circuit.
168
i. As a rule, roadway workers should avoid
standing or walking on the running rails.
This is especially important when a piece of
running rail is broken.
i. Not only could a broken rail shift without
warning, but it is also possible that a voltage
potential could be present on the broken
running rail.
j. The third rail should be de-energized before
working in any area that contains a broken
piece of running rail.
k. Each section of third rail in the track area is
fed from two separate feeder breakers—a
“north” breaker and a “south” breaker.
i. These breakers are located in two different,
but adjacent substations (See Figure 9.D).
Metro Substation A Metro Substation B
TPSS TPSS
2N 1N 2S 1S
TRACK 2
PLATFORM
TRACK 1
Fig 9.D: In this illustration, the third rail section on Mainline Track 2
is fed from breaker 2N at substation “A” and from breaker 2S
at substation “B.” Both breakers must be tripped (opened) to
de-energize this third rail section.
169
l. Both breakers must be tripped (i.e. opened)
to de-energize a third rail section.
i. The only exception is at the end of the line—
at the Johns Hopkins Station and at the
Owings Mills tail tracks—where a third rail
section may only be fed by one DC feeder
breaker, and therefore only one breaker
must be tripped to de-energize the third
rail section.
m. Third rail sections are identified by section
and track numbers.
i. This information is engraved on an ID plate
located on top of the third rail coverboard (See
Figure 9.E). In this example, the 2702 means
section 27 on track 2, and the I represents that
specific piece of third rail within the section.
Fiberglass
Coverboard
Running
Rail
Third
Rail
Fig 9.E: Mainline third rail sections are identified by section and track
number 2702 I.
170
Fig 9.F: Yard third rail sections are identified by feeder and section
number YF 4E.
n. Wabash Yard third rail sections are identified

by feeder and section numbers, engraved
on an ID plate located on top of the third rail
coverboard (See Figure 9.F). In this example,
the YF means Yard Feeder Breaker number
4 and the E represents that specific piece
of third rail.
o. When it is not convenient or practical to
walk around a third rail section, stepping
over the third rail (even when energized)
is permissible, only if it is done properly
and safely.
171
9.1.3 Stepping over the Third Rail
a. Stepping over the third rail should only
be done when absolutely necessary.
b. Use extreme caution and always treat the
third rail as if it is energized.
c. Always look both ways for approaching
trains before stepping onto tracks.
d. Black and yellow caution
tape placed on the third rail
coverboard indicates that
a potential tripping hazard
or obstruction exists at
that particular location
Fig 9.G: Caution Tape (See Figure 9.G). When
stepping over the third rail, roadway workers
should choose a location without caution
tape or obstructions (See Figure 9.I).
9.1.4 Removal of Third Rail Power

It is imperative that this procedure be followed
exactly to prevent potential arcing. Do not
deviate from this procedure.
a. Removing power from a section of the
third rail requires opening (or tripping) the
corresponding feeder breaker(s) that feed
that particular section.
172
b. This can be done remotely in track areas
by the MOCC/Yard Tower, Station Control
Center (SCC) Booths, locally within the
substation by traction power personnel,
or by using Emergency Trip Stations (ETS)
along the track. (ETS are discussed later in
this module.)
i. In Wabash Yard track areas, this can be
done remotely by the Wabash Yard Tower,
locally within the substation by traction power
personnel or via one of the three Emergency
Trip Stations (ETS) on the outside wall of the
building; one is on each end of the building
and the third is in the middle of the building.
c. Third rail power removal
or restoration must be
verified by direct measure-
ment at the third rail by
using an appropriate voltage
detection device such as a
Fig 9.H: Hot Stick hot stick.
d. Traction power for tracks 1 and 2 are
separate (See Figure 9.D, p.169). Track 1
may be de-energized while Track 2 is
energized, or vice versa.
173
Figure 9.I: SKILL – Stepping Over the Third Rail
When approaching the third rail from a clear area:

1. Look on the immediate
and other side of the
third rail for any trains,
obstructions, grade
1. changes, or tripping
hazards.
If you see obstructions,
continue along the
rail until you find an
unobstructed area.
2.
2. Lift one leg over the
third rail and place
it between the third
rail and the closest
running rail.
3.
3. When your footing
is secure, shift your
weight to that leg.
4. Lift your other leg
over the third rail.
4.
5. And step between
the two running rails.
5.
174
When approaching the third rail from the rail side:
1. Look both ways for
trains before stepping
onto tracks.
2. If you see any
1. obstructions on either
side of the third rail,
continue looking for
an unobstructed area.
Walk between the
running rails and not
2., 3.
between the running
and third rail.
3. When your footing is
secure and you are sure
there are no tripping
4. hazards on the far
side of the rail, place
one foot between the
running rail and the third
rail. Check again for
5. obstructions. Shift your
weight to that leg.
4. Lift the leg that is between the running rails over
the third rail and step into the clear area.
5. Lift your other leg over the third rail, step into the
clear area, and continue walking.
175
9.1.5 Switch Heaters and Third Rail Heaters
a. The third rail supplies power (700 volts DC)
to switch heaters, devices located at inter-
lockings that keep the rail switches free from
the buildup of snow/ice.
b. The switch heaters are connected by
high-voltage cabling to a third rail fusebox.
c. The high voltage is conducted to buried
cabling through conduit to a snow melter
control cabinet, which contains 120 volts
AC power and a high-voltage contactor for
supplying 700 volts DC to the rail-mounted
snow/ice melting equipment (i.e. rail switch
heaters and rail crib heaters).
SAFETY ALERT! The switch heaters carry
700 volts DC, which can cause a thermal burn or
severe electrical shock. When working on or near
tracks that are covered with snow/ice, be mindful
of the switch heaters. If switch heaters are on,
the rails will be hot to the touch.
9.1.6 Emergency Trip Stations
9.1.6.1 Track Area Trip Stations

a. Emergency Trip Stations (ETS) are located
approximately every 1,000 feet above ground,
every 800 feet in tunnels along the under-
ground track right-of-way and at both ends of
each station platform in the nonpublic areas.
176
b. An ETS is identified by a blue light on top of
the box or cabinet (See Figure 9.J); the blue
light is a locating marker and has no bearing
on the status of third rail power.
c. ETS are track specific for either Track 1 or
Track 2 and are readily accessible.
d. Emergency Trip Stations contain a
Wayside Emergency Telephone (WET) for
communicating with the MOCC, a red
button for de-energizing the third rail, and a
green indicator light that illuminates when the
third rail is de-energized (See Figure 9.K).
i. The red button is used to trip breakers in the
substation to remove third rail power.
ii. A diagram of the green light and red buttons
at the ETS is shown in Figure 9.L.
Fig 9.J: An above ground ETS Fig 9.K: An open ETS box with a
box identified by its blue light. red push-button for de-energizing
the thrid rail, a green light that
illuminates when the third rail is
de-energized, and a WET phone.
177
TRACK 1
CONTACT RAIL
DE-ENERGIZED
GREEN LIGHT ON = Third Rail De-Energized

GREEN LIGHT OFF = Third Rail Energized
EMERGENCY
TRIP
Push Red Button to De-Energize Third Rail
Fig 9.L: A detail showing the emergency trip button to de-energize

the third rail. When the third rail is de-energized, the green light will
turn on.
e. The emergency trip button should be

pushed only when there is an imminent
threat to someone’s life or safety.
f. When an emergency trip is generated, either
by pushing an ETS button or by MOCC/Yard
Tower, the corresponding feeder breaker(s)
are automatically tripped and “locked out.”
g. The emergency trip “lock out” feature must
be reset by MOCC/Yard Tower or traction
power personnel before the associated
breakers can be closed to restore power.
h. When an ETS button is activated, it must be
followed by a call to MOCC/Yard Tower.
i. Roadway workers should use the WET in
the cabinet to inform MOCC/Yard Tower of
the four Ws:
178
i. Who you are: Your identity, including your
name and department
ii. Where you are: Your location, including the
station, chain marker, and building address
iii. Why you are calling: The reason you activated
the ETS
iv. What you need: The action the MOCC/Yard
Tower needs to take
9.1.6.2 Yard Emergency Trip Stations

a.There are three emergency trip
buttons for quickly de-energizing
third rail sections in the Wabash
Yard (See Figure 9.M).
i.These buttons are located on the
side of the Wabash Rail Shop build-
Fig 9.M: There are ing, on the wall facing north toward
three emergency the Wabash Yard. One button is at
trip buttons in the each end of the building, and the
Wabash Yard.
third is in the middle of the building.
b. Pushing any one of these buttons will
de-energize all third rail sections in the entire
Wabash Yard.
c. There are no blue indicator lights or WET
phones in the Yard Emergency Trip Stations.
d. If an emergency trip button has been
activated in the Wabash Yard, the Wabash
Yard Tower must be informed immediately
about the situation.
179
9.1.7 Rescuing a Person in Contact with
the Third Rail
Follow the steps below if a person comes in
contact with the third rail.
a. Remove third rail power by calling MOCC/
Yard Tower or by using an ETS.
b. Contact MOCC (if in the track area), the
Wabash Yard Tower (if in the Wabash Yard),
or the SCC booth (if in the station), and tell
them to call for Emergency Medical Services
(EMS) to respond.
c. Quickly remove the victim from the rail, but
do not touch the victim with your bare
hands while he or she is in contact with
the third rail.
i. Break the victim’s contact with the third
rail by using a dry, nonconductive material
or device, such as a piece of clothing or a
plastic or wooden object.
d. Start cardiopulmonary resuscitation (CPR),
only if you are trained in CPR and if neces-
sary, and only after the victim is no longer
touching the third rail.
CAUTION: DO NOT BECOME PART
OF THE ELECTRICAL CIRCUIT! Do not
attempt a rescue unless you can clearly
secure the nonconductive device to any part
of the victim’s body or extremities.
180
9.2 Light Rail Power Systems
9.2.1 Traction Power & Traction Power

Substations
a. The Traction Power System includes
Traction Power Substations (TPSS), the
Overhead Catenary System (OCS) (also
called catenary), Light Rail Vehicle (LRV)
and the running rail ground return.
b. In a TPSS, conventional electrical power
is converted from Alternating Current (AC)
to Direct Current (DC) to power the Light
Rail system.
c. The catenary is made up of a network
of wires suspended above the tracks that
distribute electrical power to LRVs.
d. A pantograph on top of an LRV makes
contact with the catenary via the
contact wire.
e. The electrical circuit, or current path, is
completed through the LRV propulsion
system, onto the running rails, to the
negative return path, and then back to the
TPSS. See Figure 9.N.
f. TPSS contain high voltage, up to 13,200
volts AC. Baltimore Gas & Electric (BGE)
supplies 13,200 volts AC to the TPSS.
181
13,200 volts AC
Pantograph Catenary
750 Volts DC
BGE
Ground
TPSS
Return Running Rail
Fig 9.N: Overview of Light Rail’s Traction Power Substation (TPSS)

System. Power from a TPSS is distributed via the catenary system
to LRV pantographs. The electrical circuit is completed through the
railcar propulsion system, onto the running rails, to the negative
return path, and then back to the TPSS.
The TPSS steps down the voltage and

rectifies the voltage to 750 volts DC to
supply the catenary and switch heaters.
g. A total of 28 TPSS are maintained by
the Light Rail System’s Maintenance
Department, 23 of which supply power
to the catenary in the track area.
h. The catenary is divided into sections.
Each section is powered by at least two
separate TPSS. This provides two separate
feeds from BGE to a section of catenary.
i. Three TPSS feed the section of the catenary
at the Camp Meade Junction, the point at
which the BWI Marshall Airport spur diverges
from the south track areas.
182
9.2.2 Safety Features
of a TPSS
a. Every TPSS has two ex-
terior fault indication lamps:
one blue and one white (See
Figure 9.O). The normal
Fig 9.O TPSS Fault state of these lamps is on. A
Indication Lamps
blinking light of either color
indicates a problem.
i. Blinking exterior lights (blue or white)
indicate electrical faults in the TPSS.
ii. Do not approach a TPSS with a blinking
blue or white light unless you are a qualified
electrical worker. Note that:
• A qualified electrical worker is not
necessarily a roadway worker, and
• Not all roadway workers are qualified
electrical workers.
b. Report any blinking blue or white TPSS
lights to LROCC.
SAFETY ALERT! The use of the emergency
stop button or LROCC remote tripping of the AC
main breaker or the DC power breakers does
not de-energize the 13,200 volts AC supplied by
BGE into the TPSS or the 750 volts DC from the
adjacent TPSS through the catenary. Roadway
workers must notify LROCC before they enter
TPSS or any train control equipment rooms along
the Light Rail’s track area.
183
PROCESS
9.2.3 TPSS Emergency Shutdown Procedure
NOTE: For safety reasons, only a first responder
or a qualified electrical worker (i.e., catenary
maintenance personnel or systems maintenance
personnel) can perform the emergency shutdown
procedure. All other personnel must follow these
two steps:
STEP 1: Notify LROCC
that a TPSS needs to be
shut down. LROCC may
have lost remote control
to remove power from the
TPSS. Be sure to provide
1.
the location of the TPSS.
STEP 2: LROCC will
dispatch maintenance
personnel to remove
power to the affected
TPSS. The maintenance
personnel will de-
2.
energize the DC feeder
breaker from an adjacent
TPSS and open catenary
pole-mounted disconnect
switches that feed the
power from the TPSS to
the catenary wire.
184
9.2.4 Overhead Catenary System
a. The Overhead Catenary System (OCS), com-
monly called catenary, consists of an overhead
cabling system of copper wires that distributes
electrical power between fixed TPSS along the
Light Rail track areas, to LRVs, and within the
yards. (See Figure 9.P, p.186).
b. The catenary includes multiple, isolated
sections distributed along the track area.
c. In the track areas, the catenary is composed
of two sets of wires:
i. The top wire, known as the messenger wire, is
under 6,000 pounds of constant tension, and
ii. The contact wire is under 3,000 pounds
of constant tension (See Figure 9.Q, p.186).
d. There are two methods for maintaining
constant tension on the wires:
i. A stacked weight system that rides on
catenary poles connected to a pulley system
at the end of a catenary wire run (See Figure
9.R, p.186), to allow for expansion and con-
traction due to temperature changes, and
ii. A fixed or constant tension (pinned down,
affixed) system, used in the central business
district (CBD) and in the yards.
SAFETY ALERT! If a messenger wire or contact
wire is cut or downed in some other way, the ten-
sion on the wires will cause them to flail violently.
185
Fig 9.P: The Overhead Catenary System (OCS) consists of an
overhead cabling system of copper wire that delivers the 750 volts
DC power to the LRVs.
Fig 9.Q: On the mainline, the catenary is composed of two sets of

wires: the top wire, or messenger, and the contact, or trolley, wire.
Fig 9.R: Thousands of

pounds of constant tension
on the catenary wires is
accomplished by a stacked
weight system that rides
on poles connected to a
pulley system at the end of
a catenary wire run.
186
PROCESS
9.2.4.1 Removing Power from a Section
of Catenary
To equally distribute the TPSS load, two TPSS
supply power to each isolated section of the
catenary. This is an important fact, because
in the event of an emergency, it is necessary
to remove power from both TPSS, not just the
closest one. Power to some sections of the
catenary is provided by three TPSS.
STEP 1: Notify LROCC of the need to have
power removed from any section of catenary.
When requesting the catenary power to be
de-energized, the roadway workers should
provide LROCC with the following information:
• Identity,
• Exact location (chain marker/station/
intersection),
• Nature of emergency,
• Type of assistance needed, and
• The length of time Light Rail service will
be interrupted.
STEP 2: LROCC dispatches the appropriate
maintenance personnel to locally remove
power at the TPSS and render the devices out
of service (i.e., locked out /tagged out).
187
On arrival, maintenance personnel will test the
catenary wire for high voltage; once the wire
has been verified as de-energized, maintenance
personnel hang grounding straps on both sides
of the affected area.
STEP 3: The maintenance department
completes the removal of power by completing
a Red Tag Authorization Form (LRTP1) and
providing copies to LROCC and the OSC,
ensuring complete power removal and
grounding. The OSC signs the LRPT1 and
receives the pink copy of this triplicate form
when he or she is on the job site. See Figure 9.S
for a sample Red Tag Authorization form.
STEP 4: Verification is received that all
personnel, trucks, and equipment are clear of
the associated TPSS equipment and section
of catenary wire and the OSC returns the pink
copy to maintenance personnel. Requests to
restore power cannot be made until this occurs.
STEP 5: Request to restore power. This
request can only be made by the OSC and the
restoration of power must be coordinated with
LROCC. If the individual who requested the
power disruption must leave the scene, he or
she must contact LROCC and provide the name
of an individual (e.g., the new OSC) who will
assume responsibility during the outage.
188
All associated paperwork must be transferred
to that individual.
NOTE: When immediate power removal
from a section of catenary is necessary, use
the Emergency Communication Protocol:
Repeat “Emergency” three times over the
Light Rail radio system or call 410-454-7590
(calls made to this number will be recorded).
All persons are required to clear the channel to
allow for emergency information to be relayed
to LROCC. State the chain marker and the issue
that requires the removal of power.
LROCC coordinates all power removal and
restoration activities during an emergency. If
necessary, LROCC can take supervisory control
of the TPSS remotely from the control room and
immediately remove catenary power by opening
breakers that supply power to the catenary section.
9.2.4.2 Grounding the Catenary Wire

a. To ensure the safety of all roadway workers
during an incident or when working within
three feet of the catenary, the catenary wire
must be grounded.
b. The catenary is grounded by connecting a
cable (i.e. the grounding strap) between the
catenary contact wire and the rail (ground).
See Figure 9.T, p.191.
189
Fig 9.S: Sample MTA CLRL Traction & Signals Power
Equipment Red Tag Request Authorization
Form LRPT1 (OSC gets pink copy)
190
c.This procedure may
only be performed by
Light Rail employees (not
contractors). See the
following section for the
process for identifying a
grounded catenary wire.
d. All qualified electrical
personnel involved in
grounding a catenary
wire must wear all neces-
Fig 9.T: Ground catenary by sary personal protective
connecting a cable between equipment.
the catenary & the rail
9.2.4.3 Identifying a Grounded Catenary Wire

A grounded catenary wire has a yellow wire
extending from the catenary to the ground on
each end of the working limits. (See Figure 9.U).
Catenary
Working RMM
Crew
TPSS TPSS
Grounding Grounding
Strap Strap
Fig 9.U: Grounded Catenary Wire
191
9.2.5 Track Switch Heaters
a. The overhead catenary supplies high
voltage to track switch heaters, devices
located at interlockings that keep the track
switches free from the buildup of snow/ice.
b. The track switch heaters are connected to
the catenary by high-voltage cabling to a
catenary pole-mounted fusebox.
c. The high voltage is conducted to buried
cabling through conduit to a snow melter
control cabinet, which contains 120 volts
AC power and a high-voltage contactor for
supplying 750 volts DC to the rail-mounted
snow/ice melting equipment (i.e. track
switch heaters and rail crib heaters).
Fig 9.V: Track switch heaters keep track switches free from the
buildup of snow/ice.
192
SAFETY ALERT! The track switch heaters
carry 750 volts DC, which can cause a thermal
burn or severe electric shock. When working on
or near tracks that are covered with snow/ice, be
mindful of the track switch heaters. If track switch
heaters are on, the rails will be hot to the touch.
NOTES:
193
MODULE 10: Challenge Resolution — RWP MANUAL
Module 10: Challenge Resolution
LEARNING OBJECTIVES
FOR MODULE 10
In this module you will gain an

overall understanding of the Challenge
Resolution Process, including the:
n Rights of MTA Roadway Workers
n Process for resolving an on-track
protection challenge
10.1 Rights of MTA Roadway Workers

a. A roadway worker has the absolute right
to challenge, in good faith, any directive that
he or she believes violates an RWP rule.
b. The roadway worker also has the absolute
right to remain clear of the track until the
challenge is resolved.
10.2 Resolving an On-track Protection

Challenge
10.2.1 An Overview of the Process
The Challenge Resolution Process (See Fig.10.A,
p. 202 for a flowchart of the process) and the
Good Faith Challenge Form (See Fig.10.B, p. 204).
195
are to be used if a roadway worker has concerns
regarding whether or not the on-track protection
at the work location complies with RWP rules.
A copy of all Good Faith Challenge Forms must
be sent to MTA’s Safety Department.
a. SUBJECT: Resolving a good faith challenge
of on-track protection.
b. PURPOSE: To achieve a prompt and
equitable resolution of good faith challenges
made by roadway workers.
c. RESPONSIBILITIES:
i. MTA: guarantees each employee the
absolute right to challenge, in good faith,
whether or not the on-track protection
to be applied at the work location complies
with the RWP rules.
ii. MTA Rail Operations: agrees that each
roadway worker will remain clear of the work
location until the challenge is resolved.
iii. Roadway Worker: has the absolute right
to challenge, in good faith, any directive
that they believe would violate an RWP rule.
The roadway worker also has the absolute
right to remain clear of the track until the
challenge is resolved.
10.2.2 The Challenge Resolution Procedure

NOTE: Use the flow chart in Figure 10.A as a
guide for the steps in this procedure.
196
a. The roadway worker
discusses the on-track pro-
tection at the work location
with the On-Site Coordinator
(OSC). The roadway worker
and the OSC try to clarify
any misunderstandings and resolve any
differences of opinion about the on-track
protection.
b. If the roadway worker and the OSC are unable
to resolve the issue, the roadway worker
may challenge the on-track protection. To
issue a challenge, the roadway worker must:
i. Do so in good faith. In other words, the
roadway worker must have an honest
concern about whether or not the on-track
protection at the work location complies
with RWP rules. The roadway worker’s
concern must also be one that a reason-
able person under the same circumstances
would have.
ii. Be able to explain his or her concern about
the on-track protection being applied.
c. To begin a good faith challenge, he or she
must immediately notify the following:
i. Any other roadway workers of
the potential danger.
• In addition, all roadway workers
must clear the track.
197
ii. The OSC, who will promptly
notify his or her Superinten-
dent (or the Superintendent’s
designee),
d.The roadway worker
explains the reason
for his or her concern on the On-Track
Protection Good Faith Challenge form
(GFC-2014), See Figure 10.B, p. 204.
e. The roadway worker must reference the
page and paragraph number of the violated
RWP rule(s).
f. The OSC fills in his or her portion of the
form and explains his or her reasoning for
using the current on-track protection.
g. The OSC must reference the page and
paragraph number of the RWP rule(s) they
are using for on-track protection.
h. The roadway worker gives the completed
form to their Superintendent (or
Superintendent’s designee) for resolution.
i. The Superintendent or their designee
reviews the challenge form and determines
whether or not both of the following apply:
i. The roadway worker’s statement of the
on-track protection at the work location
is accurate, and
198
ii. The on-track protection at the work location
complies with RWP rules.
j. If the Superintendent or their designee
determines that the on-track protection
is inadequate, then he or she notifies
the roadway worker and ensures that the
OSC establishes on-track protection that
complies with RWP rules or suggests the
RWP rule be amended as needed.
i. If the roadway worker
considers the challenge
resolved, the Superintendent
(or their designee) signs and
dates the form and forwards
the challenge form to the
manager of maintenance
(or their designee).
ii. The manager of maintenance (or their
designee) reviews the form, signs and dates
the form and sends a copy to the MTA Safety
Department.
iii. The roadway worker returns to work.
k. If the Superintendent (or their designee)
determines that the on-track protection
does comply with RWP rules, the
Superintendent (or their designee) notifies
the roadway worker and documents the
determination on the challenge form.
199
i. If the roadway worker
considers the challenge
resolved, the Superintendent
(or their designee) signs and
dates the form and forwards
the challenge form to the
manager of maintenance
(or their designee).
ii. The manager of maintenance (or their
designee) reviews the form, signs and
dates the form and sends a copy to the
MTA Safety Department.
iii. The roadway worker returns to work.
l. If the roadway worker does not consider
the challenge resolved, the Superintendent
(or their designee) after signing and dating
the form forwards the challenge form to the
manager of maintenance (or their designee)
for review.
i. The roadway worker gives the manager
of maintenance (or their designee) all
information previously provided to the
Superintendent (or their designee) and
an explanation of why the roadway
worker rejected the determination.
m.The manager of maintenance (or their
designee) reviews the challenge form and
determines whether the on-track protection
at the work location complies with RWP rules.
200
n. The manager of maintenance (or their
designee) may contact the relevant individuals
on the form to make this determination.
o. If the manager of maintenance (or their
designee) determines that the on-track
protection is inadequate, he or she notifies
the roadway worker and ensures that the
OSC establishes on-track protection that
complies with RWP rules or they amend
the RWP rule(s) as needed.
p. If the manager of maintenance (or their
designee) determines that the on-track
protection does comply with RWP rules,
the manager of maintenance (or their
designee) explains to the roadway worker
why the roadway worker’s challenge is invalid.
The challenge is considered resolved.
i. The manager of maintenance (or their
designee) then instructs the roadway
worker to return to work.
q. The manager of maintenance (or their
designee) will sign and date the form
and send a copy of the challenge form
to the MTA Safety Department after the
challenge has been resolved.
201
202
Roadway Worker has concerns
Is the issue
about OTP and discusses them YES
resolved?
with the OSC.
Worker and OSC fill out a NO

Challenge Form and submit it
to the Superintendent or their
designee.
Fig 10.A: Challenge Resolution Flow Chart
Change
Does protection
Superintendent reviews protection so it
comply with NO
the Challenge Form. complies with
RWP rules?
RWP rules.
YES
Superintendent Is the challenge
YES
notifies worker. resolved?
Superintendent forwards the

Challenge Form to the Mgr. of NO
Maintenance or designee.
Change protection
Does protection
Mgr. of Maintenance so it complies with
comply with NO
reviews the Challenge Form. RWP rules, or amend
RWP rules?
RWP rule.
YES
The Mgr. of Maintenance or
designee explains to the worker
why the challenge is invalid. Roadway
A copy of the completed challenge Worker returns
form goes to the MTA Safety to work.
Department. Challenge is
considered resolved.
203
MTA RWP OTP Good Faith Challenge Form
MTA RWP OTP Good Faith Challenge FORM GFC-2014

This form is to be used when a Roadway Worker makes a good faith determination that on-track protection provisions
(to be applied at the job location) do not comply with MTA RWP on track safety rules. Each Roadway Worker may refuse
any directive to violate an on track safety rule. Each Roadway Worker is to remain clear of the tracks (job location) until
the challenge is resolved.
EMPLOYEE:
NAME ( P R I N T) : D ATE: TI ME: A.M./P.M.
JOB LOCATION:
F R O M CHAI N MAR KE R : TO C HA I N MA RKER:
CI R CL E AL L T HAT AP P LY: ZERO T RAC K TR ACK 1 TR ACK 2
E MP L O YE E STAT E ME NT (reference page and paragraph # of violated RWP rule):
E MP L O YE E SI G NAT UR E :
ON-SITE COORDINATOR (OSC):

NAME ( P R I N T) :
O SC STAT E ME NT (reference page and paragraph # of the RWP rule):
OSC’s SI G NAT UR E : D ATE:
ACTION TAKEN:
SUP E R I NT E NDE NT O R DE SI G NE E NAME ( P R I N T) :
SUP E R I NT E NDE NT O R DE SI G NE E E STAT E ME NT:
SUP E R I NT E NDE NT O R DE SI G NE E E SI G NAT UR E : D ATE:
MANAGER:
MANAG E R NAME ( P R I N T) :
MANAG E R STAT E ME NT:
SUP E R I NT E NDE NT O R DE SI G NE E E SI G NAT UR E : D ATE:
Fig 10.B: Sample Good Faith Challenge (Form GFC-2014)
204
NOTES:
205
APPENDIX A — RWP MANUAL
Appendix A – Useful Phone
Numbers & Radio Information
A.1 Metro Operations Control Center (MOCC)
MOCC: 410-454-7718
To report an emergency, repeat the word
“EMERGENCY” three times — i.e. say
“Emergency, Emergency, Emergency”— at
the beginning of a transmission or conversation.
Radio Channel Assignments:
CONSOLE TALK GROUP
MOCC METRO OPS
Yard METRO YARD
Emergencies METRO EMERG
Rail Car METRO RC
Facility METRO FAC
Systems METRO SYS
MOW METRO MOW
Environmental METRO ENVIRO
A.2 Request to Perform Work on

Metro Right-of-Way
Any correspondence regarding a request to
perform work in the Metro Right-of-Way should
be made by calling 410-454-7366 or emailing
MetroWorkblock@mta.maryland.gov and
cc: MetroWorkblock@mta.maryland.gov.
207
A.3 Light Rail Operations Control Center
(LROCC)
Light Rail Operations Control Center (LROCC):
410-454-7590
To report an emergency, repeat the word
“EMERGENCY” three times — i.e., say
“Emergency, Emergency, Emergency”— at
the beginning of a transmission or conversation.
Radio Channel Assignments:
CONSOLE TALK GROUP
Light Rail LROCC
Mainline/Yard LRVO1 (primary)
Mainline/Yard LRVO2 (secondary)
Dispatch LRDISP (secondary)
Systems LRSYSTEMS
MOW LRMOW
Rail Car LRRC (catenary)
A.4 Request to Schedule Work on the

Light Rail Right-of-Way
Any correspondence regarding a request to
schedule work in the Light Rail Right-of-Way
should be made by calling 410-454-1781 or
emailing MTALRWorkBlock-RedTagRequest@
mta.maryland.gov.
208
APPENDIX A — RWP MANUAL
A.5 Transit Police
Transit Police: 410-454-7720 or dial 911
A.6 BGE Electrical Emergency

BGE Electrical Emergency: 410-685-1400
ADDITIONAL NUMBERS:
209
Appendix B – Maps, Illustrations
& Safety Designations
83
Owings Mills 695
795
Old Court
Sudbrook Tunnel
Milford Mill
83
Reisterstown Plaza
Wabash Yard Rogers Avenue
BALTIMORE
West Cold Spring CITY
BALTIMORE Portal
COUNTY
Mondawmin
Penn-North
Upton/Avenue Market
State Center/Cultural Center
Johns Hopkins
Hospital
Lexington Market
Charles Shot Tower/

Center Market Place
Underground Track and Station

Surface Level Track and Station
Elevated Track and Station
B.1 Metro System Map
210
APPENDIX B — RWP MANUAL
Hunt Valley 902N
Station Pepper Road 880N
McCormick Road 863N
North
Gilroy Road 832N
Central
Warren Road 789N
South
Penn Station Spur 83 Timonium Fair Grounds 661N
# Chain Marker
Timonium Business Park 604N
Lutherville 586N
BALTIMORE 695
COUNTY
Falls Road 361N

328N Mt. Washington
BALTIMORE
CITY
235N Cold Spring Lane
184N Woodberry
695 87N North Avenue Penn Station 12PS

66N University of Baltimore/Mt. Royal
Cultural Center 52N
27N Centre Street
Lexington Market 10 N
2S University Center/Baltimore Street
Convention Center 13S
22S Camden Yards
Hamburg Street 42S
Westport 112S
95
Cherry Hill 135S
192S Patapsco
218S Baltimore Highlands
Nursery Road 273S

95 North Linthicum 302S 695
295
Linthicum 335S
75BW BWI Business Park/Elkridge Landing
Ferndale 438S ANNE ARUNDEL
120BW BWI Airport COUNTY
Cromwell Station/
Glen Burnie 486S
B.2 Light Rail System Map
211
212
MAIN LINE/YARD OVERVIEW
OWINGS MILLS McDONOUGH ROAD OLD COURT MILFORD MILL

TRACTION POWER SUBSTATION 23 TRACTION POWER SUBSTATION 22
MAINLINE TRACK 2 (WESTBOUND
YARD TRACK 15
MAINLINE TRACK 1 (EASTBOUND)
ELEVATED TRACK
REISTERSTOWN
YARD TRACK 1
Mainline/Yard Overview
YARD TRACK 2
YARD TRACK 3
YARD TRACK 4
YARD TRACK 5
NORTH/WEST YARD TRACK 6
END OF YARD SOUTH/EAST
YARD TRACK 7
YARD TRACK 8
END OF YARD
YARD TRACK 9
YARD TRACK 10
BLOW WASH BAY YARD TRACK 11
DOWN YARD TRACK 12
PIT MAIN SHOP BUILDING YARD TRACK 13
YARD TRACK 14
B.3 Metro Mainline and Yard Maps
PORTAL
WEST COLD SPRING PENN NORTH STATE CENTER

The following illustrations provide the basic
configuration of the mainline and yard tracks.
ROGERS AVENUE MONDAWMIN UPTON LEXINGTON CHARLES SHOT JOHNS

CENTER TOWER HOPKINS
MAIN LINE SIGNALS
OM24 OM8 MM8 MM10
OM20 OC2
OC8 RP8
OM18 OM10 OM2 MM2 RP2
OM16
OM6 OC6 MM6 RP6
OM14
OM12 OM4 OC4 MM4 RP4
OM22 OC14
OC12
RA8
RP36 RA16
RP28
RA18 RA14 RA2
RP38 RP30 RA20 RA6
RP32 10 RA4
132/RA12
RP34
PO12
PO10
PO8 BH8 CC8 JH8
PO2 BH2 CC2 JH2 JH12
PO6 BH6 CC6 JH6

PO4 BH4 CC4
JH4 JH14
LEGEND
Wayside signal Bumping post
Mainline Signals
213
MAIN LINE SWITCHES
11 OM OC MM
7A 7B 1B 1A 3A 1A 1A 3A 1A
9A 9B
1B
13 5A 3B 1B 3B 1B 3 1B 3B
5B 5
RP RA
17 9A 3A 1A
19A 9B
7A
19B 7B 1B 3B
21
PO
7A 5A
BH CC JH
7B 5B
3A 1A 3A 1A 3A 1A 3A 1A
1B 3B 1B 3B 1B 3B 1B 3B
Mainline Switches
214
YARD SIGNALS
RP36 RA16 RA8
RP28 RA2
154 RA18
Yard Signals
RP30 152
RP38 RA20 RA6
RP32 RA10 RA4
148 140 132/RA12
EAST
RP34 144 136 100
196 190 150 142 134/RA22 TAIL
WEST 146 138 TRACK
TAIL 104
TRACK 156
106 102
158
108
160
M/W TRACKS 110
162
1 2 3 112
164
114
184 166 SHOP TRKS
N 116
TAIL
118
W E BLOW DOWN 178
PIT 120
180 122
S 198
186 172
182 124
174
126
176 128
SHOP
215
216
YARD SWITCHES
RA9A RA3A RA1A
RP17
RP19A RA7A RA9B
171A
RP19B RA7B RA1B RA3B
Yard Switches
RP21 RA5
167A 171B 135A 131A 129A 127A
EAST
133A 125A
167B 163 135B 129B 131B 125B 127B 101 TAIL
WEST TRACK
165 133B
TAIL 161 111
TRACK 137 113
139 115 103
117
141
143
M/W TRACKS
119
1 2 3 145
105
SHOP TRKS
N TAIL
121
107
W E BLOW DOWN
151
PIT
123
S 153 159A
155 159B 109A

157
109B
SHOP
B.4 Light Rail Mainline Map
The following illustration provides the basic
configurations of the mainline tracks.
SOUTH NORTH
TRACK TWO
TRACK TWO
TRACK ONE
TRACK ZERO TRACK TWO TRACK TWO

TRACK ONE
TRACK ZERO TRACK TWO TRACK TWO

TRACK ONE TRACK ONE
TRACK TWO
TRACK ZERO TRACK TWO
TRACK ONE TRACK ONE
TRACK TWO POCKET

TRACK ZERO TRACK TWO
TRACK ONE
TRACK ONE
TRACK TWO POCKET
TRACK TWO TRACK ONE
TRACK ONE
TRACK TWO UNIVERSAL
POCKET
TRACK TWO
TRACK
TRACKONE
ONE
UNIVERSAL
POCKET
TRACK TWO
TRACK ONE
UNIVERSAL
TRACK TWO
TRACK ONE
UNIVERSAL
TRACK ONE
217
B.5 Light Rail Yard Maps
The following illustrations provide the
basic configuration of the Cromwell and
North Ave Yards.
218
E
N S
Railcar Maintenance
W
Shop
Paint Booth
Track 1
Storage Track 2
Shed PB Yard Lead 2
Track 3 27 21 94-8
23 PB
94-2
53 Track 4 25
R
51 Track 5 29 MOW (locomotive)
N o
Carwash 17B No Catenary
o a
49 Track 6 17A
r 15
d
S
t Track 7 o
h u A
45 47 Track 8 t 13 Yard Lead 1
h 19 11 PB
C PB
Tail Track C 94-6 94- 4
43 r Track 9
41 o r
s Track 10 o
61 s 37 33
s
Track 11 s
63 w w
a Track 12 a
65 l 39
l
k Track 13 k
219
B.6 Metro Emergency Exits and Safety Walks
Emergency Exits
Emergency exits to the street are located
at the Midline Vent Shafts and at the ends of
station platforms. The vent shafts are:
VENT SHAFT CHAIN MARKER
Central CM NE 044
Ashland CM NE 81
Monument CM NW 46
LaFayette CM NW 81
Ruskin CM NW 158
Ocala CM NW 190
Tunnel Cross Passages

Tunnel cross passages are located along the
track at approximately 800 foot intervals and
lead from one track to the other. Cross passages
are identified by the letters XP, followed by
chain marker location. Cross passages are
at the following locations:
CM NE 11 CM NW 38 CM NW 145
CM NE 13 CM MW 120 CM NW 211
CM NE 18 CM MW 126
220
Cross passages must be used with caution, as
trains may still be running on the opposite track.
Safety Walks and Duct Bank

Safety walks are concrete panel covered
walkways in tunnels (PO-JH), elevated tracks,
bridges, and at-grade tracks, which provide a
safe place to walk or stand in the track areas.
The duct bank, extending from Reisterstown
Plaza to Owings Mills, must not be used as a
walkway where “NO CLEARANCE” signs are
posted, and without first receiving protection
from train movement (SR-26).
B.7 Open & Closed Switches, Turnouts

The following diagrams provide the basic
configurations of the open and closed positions
of left- and right-hand track switches, as well as
turn-outs, for both Metro and Light Rail.
221
RIGHT-HAND SWITCH,TRAILING
LEFT-HAND SWITCH, FACING MOVE
MOVE RIGHT-HAND
YouAre
You Are Here
Here You AreYou Are Here
Here You
RIGHT-HAND SWITCH,FACING
LEFT-HAND SWITCH, TRAILING MOVE
MOVE RIGHT-HAND
You
You Are
Are Here
Here You Are You
HereAre Here You Are H
222
You Are Here You Are Here

LEFT-HAND SWITCH, FACING MOVE RIG
You Are Here You Are Here Y
RIGHT-HAND SWITCH, FACING MOVE
e You Are Here You Are Here
223
RIGHT-HAND TRAILING SWITCH, FACING MOVE
224
225
Appendix C – Track Speeds
by Chain Marker
C.1 Metro Track Speeds by Chain Marker
NOTE: Speeds below (Table C.A) are in
Maximum Allowable Speeds (MAS) in Miles
per Hour (mph).
Table C.A
STATION CHAIN MARKER TRACK 1 TRACK 2
OM NW 700 50 20
NW 693 60 20
NW 688 60 40
NW 687 60 50
NW 685 70 50
NW 661 70 60
NW 641 70 70
NW 541 50 70
NW 546 50 60
NW 547 70 60
OC NW 525 50 50
NW 512 60 50
NW 498 60 60
NW 452 50 60
NW 440 50 50
226
APPENDIX C — RWP MANUAL
STATION CHAIN MARKER TRACK 1 TRACK 2
MM NW 433 50 50
NW 390 50 40
RP NW 382 50 40
NW 367 50 50
RA NW 335 50 50
NW 312 50 60
NW 277 40 60
WC NW 272 40 50
NW 268 40 40
NW 248 50 50
MD NW 177 50 50
PN NW 138 50 50
NW 111 40 50
UP NW 108 40 40
SC NW 65 40 40
LM NW 31 40 40
CC NE 001 40 40
SC NE 10-019 40 40
SC NE 20-024 40 40
NE 10-067 20 40
JH NE 10-070 20 40
JH NE 20-075 20 40
227
C.2 Light Rail Track Speeds by Chain Marker
NOTE: Speeds below (Table C.B) are in
Maximum Allowable Speeds (MAS) in Miles per
Hour (mph) in normal direction:
track 1 – southbound
track 2 – northbound
Maximum Allowable Speed in the Central
Business District (CBD) is 20 mph
LINTHICUM TO BWI AIRPORT TK #1/SOUTHBOUND/NORMAL TRAFFIC
NORTH SOUTH NORMAL

CHAIN MARKER CHAIN MARKER MAS
S1-352 S1-373 30
S1-373 BW1-11 20
BW1-11 BW1-25 35
BW1-25 BW1-29 30
BW1-29 BW1-35 25
BW1-35 BW1-42 30
BW1-42 BW1-45 25
BW1-45 BW1-72 45
BW1-72 BW1-84 30
BW1-84 BW1-106 40
BW0-106 BW0-114 15
BW0-114 BW1-120 8
228
LINTHICUM TO BWI AIRPORT TK #2/NORTHBOUND/NORMAL TRAFFIC
NORTH SOUTH NORMAL

BW2-121 BW2-114 15
BW0-114 BW2-84 30
BW2-84 BW2-51 45
BW2-51 B45+70 25
BW2-45 BW2-35 30
BW2-35 BW2-29 25
BW2-29 BW2-23 30
BW2-23 BW2-19 40
BW2-19 S2-374 20
S2-374 S2-352 30
229
NORTH AVE TO CROMWELL TK #1/SOUTHBOUND/NORMAL TRAFFIC
NORTH SOUTH NORMAL

N1-981 S1-36 25
S1-36 S1-47 30
S1-47 S1-75 50
S1-75 S1-101 40
S1-101 S1-113 30
S1-113 S1-118 40
S1-118 S1-144 50
S1-144 S1-146 40
S1-146 S1-160 30
S1-160 S1-175 40
S1-175 S1-180 40
S1-180 S1-190 35
S1-190 S1-325 50
S1-325 S1-352 40
S1-352 S1-379 30
S1-3732 BW1-10 30
S1-379 S1-427 50
S1-427 S1-436 45
S1-436 S1-466 50
S1-466 S1-476 25
S1-476 S1-478 15 (8)3
S1-478 S1-487 8
1
1 CBD (ATP Restricted)
2
To BWI
3
(8) is the crossover MAS
230
CROMWELL TO NORTH AVE TK #2/NORTHBOUND/NORMAL TRAFFIC
NORTH SOUTH NORMAL

S2-484 S2-476 20
S2-476 S2-446 50
S2-446 S2-436 40
S2-436 S2-429 45
S2-429 S2-392 50
S2-392 S2-386 40
S2-386 S2-352 30
S2-352 S2-325 40
S2-325 S2-193 50
S2-193 S2-190 40
S2-190 S2-175 35
S2-175 S2-160 40
S2-160 S2-146 30
S2-146 S2-118 50
S2-118 S2-113 40
S2-113 S2-101 30
S2-101 S2-75 40
S2-75 S2-53 50
S2-53 S2-47 40
S2-474 S2-36 30
S2-36 5
N2-98 25
4
End of ATP
5
CBD (ATP Restricted)
231
HUNT VALLEY TO NORTH AVE TK #1/SOUTHBOUND/NORMAL TRAFFIC
NORTH SOUTH NORMAL

N1-904 N1-900 15
N1-900 N0-886 20
N0-886 N0-865 15
N0-8651 N0-839 40
N0-839 N1-834 25
N1-834 N1-822 40
N1-822 N1-808 25
N1-808 N1-770 40
N1-762 N1-714 50
N1-770 N1-762 20
N1-714 N1-695 30
N1-695 N1-397 50
N1-397 N1-387 40
N1-387 N1-263 50
N1-263 N1-232 45
N1-232 N1-203 50
N1-203 N1-188 40
N1-188 N1-108 45
N1-1082 S1-36 25
1
Dialed down to 30 mph
2
CBD (ATP Restricted N1-98)
232
NORTH AVE TO HUNT VALLEY TK #2/NORTHBOUND/NORMAL TRAFFIC
NORTH SOUTH NORMAL

N2-98 N2-122 50
N2-122 N2-177 45
N2-177 N2-202 40
N2-202 N2-232 50
N2-232 N2-263 45
N2-263 N2-387 50
N2-387 N2-397 40
N2-397 N2-753 50
N2-753 N2-770 20
N2-770 N2-796 50
N2-796 N2-808 40
N2-808 N2-822 25
N2-822 N2-829 40
N2-829 N2-834 25
N2-834 N2-837 20
N0-8363 N0-850 40
N0-850 N2-891 15
N2-891 N2-896 20
N2-896 N2-900 15
N2-900 N2-904 8
3
Dialed down to 30 mph
233
TEXAS COURT POCKET TRACK /SOUTHBOUND/NORMAL TRAFFIC
NORTH SOUTH NORMAL

N1-720 N1-714 50
N1-714 N1-706 30
N1-7081 TTB-704 20
TTB-704 TTB-700 30
TTB-700 TTB-697 50
TTB-697 N1-695 30
N1-695 N1-690 50
N1-770 N1-762 20
1
Diverge Texas Turnback (TTB) at Texas
234
NOTES:
235
ADDENDUMS
236
ADDENDUMS
237
ADDENDUMS
238
ADDENDUMS
239
ADDENDUMS
240
ADDENDUMS
241
MTA Metro & Light Rail MTA RWP Production Team
RWP Project Team Jeff Beeson Executive
Director, Towson University,
Jason Lurz Director,
Center for Professional
MTA Rail Operations
Studies
Michael Ollinger Deputy
Bernard Reynolds Associate
Director, Light Rail
Director, TU-CPS, project
Operations
management
James Peyton Deputy
Justin Venters e-Learning
Director, Metro Operations
Specialist, TU-CPS,
Michael Wiedecker Director, on-line course creation
Operations Training
Carol Appleby RWP project
Dave Wilson Operations manager, video producer,
Training, Light Rail director, scriptwriter
Maintenance Instructor
Gregg Landry BlueRock
Michael Garnavich Productions, production
Operations Training, Metro manager, still photographer,
Maintenance Instructor editor
Yvette Muhammad Brian Averill BlueRock
MTA Safety Officer Productions, director of
Granger Chapman photography/videographer,
MTA Safety Officer editor, graphics
Gary Hinton Scott Loraditch BlueRock
Director Rail Oversight Productions, videographer,
Jairo Rodriguez Metro editor, graphics
Systems Maintenance, Garrett Colly BlueRock
Assistant Superintendent Productions, production
Robert Kogan TRA assistant, editor
Julie Thompson MDOT/TRA Bethany Davis BlueRock
Productions, production
Joe Tebo MDOT State assistant, PowerPoint
Safety Oversight development
James Benton MDOT Tim Barker BlueRock
State Safety Oversight Productions, production
Brian Bowman Community assistant
College of Baltimore Marci DeVries Instructional
County (CCBC) Instructor design, content creation,
technical writing
Faye Rivkin Technical writing
Laura LeBrun Hatcher
Art Director, graphic design
Laura Ospina-Diaz Junior
designer, Spanish typesetting
Emery Pager Illustrator
Frank Turner Spanish translation
242

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METRO AND LIGHT RAIL ROADWAY

WORKER PROTECTION MANUAL

How should you use this manual?

What information does this manual contain?

Acknowledging receipt of the RWP manual

acknowledge receipt of the MTA Metro and

3. Label B shall be placed over the old

4.11 OTP on Adjacent Tracks

4. Label C will be placed in the Addendum

n What information does this manual

n Acknowledging receipt of the RWP

n RWP Manual Changes............................. vii

n Change Verification................................. viii

In this module you will gain an overall

1.4 What is a Roadway Worker?

1.5 What is On-Track Protection?

The definitions and acronyms

Adjacent Controlled Track

Approved Personal Protective Equipment

Approved Protective Devices and Barriers

Automatic Block Signal System (ABS)

Automatic Train Operation (ATO)

Automatic Train Protection (ATP)

Central Business District

Chain Marker Sign

Clear of the tracks

Controlled Point (CP)

Crossing Warning Indicator

Emergency Red Tag

Emergency Trip Station

Exclusive Track Occupancy (ETO)

Foul Time (FT)

Fouling Point Sign

Inaccessible Track (IT)

Individual Train Detection (ITD)

Job Safety Briefing

Light Rail Vehicle (LRV)

Line of Sight Territory

Manual Operation under ATP (MAN)

Metro Operation Control Center (MOCC)

On-Site Coordinator (OSC)

Out of Service Track

Personal Protective Equipment (PPE)

Roadway Worker Protection (RWP)

Roadway Worker Protection (RWP) Rules

Roadway Maintenance Machine (RMM)

Route Selector Indicator

Station Emergency Telephone System (SETS)

Station Dwelling Time

Switch, Facing Point

Switch Position, Normal

Switch Position, Reverse

Switch Trailing Point

Third Rail Coverboard

Traction Power Substation (TPSS)

Train Approach Warning (TAW)

Train Coordination (TC)

Wayside Emergency Telephone (WET) System

Work Block Authorization

This module provides an overall

3.2 Roles and Responsibilities of Roadway

3.2.2 Overall Responsibilities of All