Dedication:

The FAMES Committee dedicates its efforts to all roadway workers who have lost their lives in 

the performance of duty and to the families, loved ones, and coworkers they have left behind. 

Mission Statement: 

The Mission of the Fatality Analysis of Maintenance-of-way Employees and Signalmen (FAMES) 

Committee is to analyze all fatalities and selected related incidents in order to make 

recommendations to reduce the risk of future occurrences and eliminate fatalities to roadway 

workers. 

Fatalities 

in 

Controlled Points/ 

Manual Interlockings

February 27, 2015
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Roadway Worker Fatalities in Controlled Points 

Although the implementation of Roadway Worker Protection (RWP) regulations in 1997 has had 

a positive impact, accidents in which Roadway Workers are killed or injured continue to occur. 

Of the 43 Roadway Worker fatalities analyzed by FAMES to date, 8 fatalities occurred within a 

controlled point/manual interlocking. 

As prescribed in both Federal Railroad Administration (FRA) regulations and railroad rules, 

Roadway Workers (Lone Workers and Roadway Work Groups) are prohibited from fouling any 

track within the limits of a controlled point/manual interlocking unless on-track safety is 

established using one of the following methods: 

1. Working Limits (Authority), or 

2. Train Approach Warning (Watchman/Lookout). 

“Individual Train Detection (ITD),” sometimes referred to as “Lone Worker protection,” must 

NEVER be used as on-track safety by a Lone Worker within a controlled point/manual 

interlocking. 

Findings: 

 All 8 of the fatal accidents within a controlled point/manual interlocking occurred on main 

track where switches were present: 

o In 7 of the 8 fatal accidents, NO on-track safety was established where the fatality 

occurred.

o In 1 of the 8 fatal accidents, Train Approach Warning (Watchman/Lookout) was the 

established form of on-track safety. 

 63% of all controlled point/manual interlocking fatalities (5 of 8) were Signal employees. 

 83% of all Signal employee RWP fatalities (5 of 6) occurred within the limits of a 

controlled point/manual interlocking. 

 Passenger trains struck and killed 6 of the 8 employees. 

 In 3 of the 8 accidents, the fatally injured employee was working alone without any form 

of on-track safety.

 In 6 of the 8 fatal accidents, an on-track safety briefing was not held or was insufficient. 
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Recommendations: 

 Roadway Workers must NEVER foul any track at a controlled point/manual 

interlocking until on-track safety has been established. 

 Lone Workers must NEVER use Individual Train Detection (ITD) as a form of on-track 

safety within a controlled point/manual interlocking. 

 Each Roadway Worker and anyone joining a Roadway Work Group must participate in an 

on-track safety briefing before fouling any track. On-track safety must be appropriate for 

the job being performed. 

 Train Approach Warning (Watchman/Lookout) may be used at a controlled point/manual 

interlocking. However, multiple routings, multiple tracks, job task, train speed, or other 

circumstances may make it necessary to establish working limits. 

o Watchmen/Lookouts must focus their sole attention to the detection and warning of 

approaching trains and equipment. 

o During the on-track safety briefing, the Roadway Worker-in-Charge must identify the 

method that Watchmen/Lookouts will use to indicate when it is safe for Roadway 

Workers to enter and re-enter the foul of the track. 

 When establishing on-track safety, Roadway Workers should factor in that passenger trains 

operate at higher speeds and are generally quieter than freight trains. 

 Never assume the time, track, or direction of the next train. 

 Roadway Workers must not be in the foul of the track anytime they suspect that on-track 

safety is insufficient or no longer appropriate. Roadway Workers have a right and 

responsibility to initiate a good faith challenge and clear the track until the challenge is 

resolved. 

The FAMES Committee consists of safety representatives from a cross section of rail labor, railroad management,

and federal regulators. FAMES is a continuous improvement process that relies on the candid sharing of available

data and the views of its participants. To enable the process, FAMES explicitly refrains from making any findings

regarding whether any past or present practice or protocol satisfies any legal duty or standard of care.

The views, opinions, and recommendations contained in this report are those of the FAMES Committee and do not

necessarily represent the views, opinions, or recommendations of any specific railroad, labor organization, or

governmental agency.