ARTC Addendum to the Code of Practice for the Defined Interstate Rail Network

Transcription

1 ARTC Addendum to the Code of Practice for the Defined Interstate Rail Network Applicability Encompassing areas where the Code of Practice Applies on the ARTC Network. SMS Publication Requirement External Only Document Status Issue/ Revision # Date of Issue Prepared by Reviewed by Endorsed Approved May 2013 Operations Support Manager East/West National Rules Manager Operation Safety & Environment Review Group 13 May 2013 Safety & Environment Committee 20 May June 2015 National Rules Manager Rules Officer Operation Safety & Environment Review Group 03 June 2014 Safety & Environment Committee 16 June October 2015 National Rules Manager Rules Officer Operation Safety & Environment Review Group 10 February 2015 Operation Safety & Environment Review Group 10 February October 2015 National Rules Manager Rules Officer Operation Safety & Environment Review Group 10 February 2015 Operation Safety & Environment Review Group 10 February 2015 Australian Rail Track Corporation Limited (ARTC) Disclaimer This document is uncontrolled when printed. Authorised users of this document should visit ARTC s website ( to access the latest version of this document. Page 1 of 142

2 Issue/ Revision # Date of Issue Prepared by Reviewed by Endorsed Approved July 2018 National Rules Manager Rules Officer Operation Safety & Environment Review Group 07 February 2017 Operation Safety & Environment Review Group 07 February 2017 Amendment Record Section Date Reviewed Description of Amendment Authority 8 April 01 Issue 1 replacing Draft ARTC S.C. 14 May 01 Word fouling point changed to clearance point Type Error 14 May 01 Word fouling point changed to clearance point Type Error May 01 New clause resumption of normal speed account omitted from National Code ARTC SC 7 May May 01 Added parallel line with Silverton Tramway Omission May 01 Correction to TTM secondary phone number Type Error Nov. 01 Holding test table 200 metres changes to 300 metres Type Error 6.1 a 28 Nov. 01 Added 65kmh departure speed indication. ARTC SC 26 Nov Nov. 01 New clause Victorian whistle boards ARTC SC 26 Nov Nov. 01 New clause - Alcohol Controls on the ARTC network ARTC SC 26 Nov Nov. 01 New clause Detonating Signals in Victoria ARTC SC 26 Nov May 2003 Yard limit boards installed Port Germein, Mambray Creek and Winninowie ARTC SC Oct May 2003 Arrival Clearance Boards Pyrenees Leeor ARTC SC Oct 02 All Sept 03 Issue 2.0 replaced previous issue ARTC SC 6.2 May 05 Amended account change procedure ARTC SC 6.5 May 05 Amended account Yard Limit Signs ARTC SC May 05 Amended account Yard Limit Signs ARTC SC May 05 Amended account Yard Limit Signs ARTC SC May 05 Amended account Yard Limit Signs ARTC SC This document is uncontrolled when printed. Version: 5.0 Date of Issue: 1 July 2018 Page 2 of 142

3 Section Date Reviewed Description of Amendment Authority May 05 Amended account Yard Limit Signs ARTC SC May 05 Deleted no longer part of ARTC ARTC SC May 05 Amendment to procedure ARTC SC May 05 Amendment to procedure ARTC SC May 05 Amendment to procedure ARTC SC May 05 Amendment to procedure ARTC SC 7.6 May 05 Deleted no longer part of ARTC ARTC SC 17.1 May 05 Delete reference to Tarcoola Alice Springs ARTC SC 6 April 2013 Amendment to entire Procedure incorporating existing Standing Train Notices 1742, 1743, 1744, 1873, 5917 and Amendments to sections 6.3 and 6.9. ARTC S&E C 6.4 April 2013 Standing T. N incorporated ARTC S&E C 7 April 2013 Diagrams and location of use updated ARTC S&E C 11 April 2013 Location example amended ARTC S&E C 14.2 April 2013 Removal of CAR reference ARTC S&E C 14.3 April 2013 Removal of CAR reference ARTC S&E C 15 April 2013 Train Authority examples updated ARTC S&E C 17.1 April 2013 Standing T.N. 1514, 2991 & 162 incorporated into document. ARTC S&E C 17.1 (c) April 2013 Communications Table updated ARTC S&E C 18 (e) April 2013 Train Authority examples updated ARTC S&E C April 2013 Standing T.N 917 incorporated into document ARTC S&E C April 2013 Train Authority examples updated ARTC S&E C 24.1 April 2013 Train Authority example updates and location of application updated ARTC S&E C 24.2 April 2013 Example text updated ARTC S&E C 24.4 April 2013 Standing T.N 7640 incorporated into document ARTC S&E C 24.6 April 2013 Standing T.N 2137 incorporated into document ARTC S&E C 25.3 April 2013 Parallel Lines list updated ARTC S&E C 29.9 April 2013 Media Relations updated ARTC S&E C April 2013 TTM Contact Number updated ARTC S&E C 33.2 April 2013 Level Crossing Predictor text updated Standing T.N 1855 incorporated into document ARTC S&E C This document is uncontrolled when printed. Version: 5.0 Date of Issue: 1 July 2018 Page 3 of 142

4 Section Date Reviewed Description of Amendment Authority 34.1 April 2013 Definition of Medium Speed inserted ARTC S&E C 37 April 2013 Arrival Clearing Board example inserted ARTC S&E C 38 April 2013 Standing T.N 1506 incorporated into document ARTC S&E C Document reformatted ARTC S&E C Various June 2015 Deleted N from NCoP ARTC OSERC Various June 2015 Amend Train Controller to Network Controller ARTC OSERC 19 June 2015 Amended item g), h) and inserted new items n), o), p) and q) ARTC OSERC 29.2 to June 2015 Removed as information is contained within TA44 version 4.6. ARTC OSERC 30.1 June 2015 New section 30.1 inserted Location Ahead Sign (CTC and ABS Territory). Section renumbered June 2015 Deleted section 30.2 Location signs and renumbered Yard Limit Signs to ARTC OSERC ARTC OSERC 31 (31.1, 31.2, 31.3, 31.4 & 31.5) June 2015 Delete entire section Temporary Speed Restriction Signs & their meaning. ARTC OSERC 34 June 2015 Amended section to include wording for Resumption of Normal speed, new sub sections 34.1 CTC territory and 34.2 ABS territory ARTC OSERC 34.1 June 2015 Deleted section Definition of Medium Speed. ARTC OSERC 39 June 2015 New section included Fixed signals ARTC OSERC 39.1 June 2015 New section included, Signal indications and their meaning Table 1 June 2015 New Table 1 included, Signalling Systems Fixed Signal Indications, Meanings and Application ARTC OSERC ARTC OSERC 39.2 June 2015 New section included Signal Lower Light Fixed Indication ARTC OSERC June 2015 Document reformatted and rebranded ARTC OSERC 40 June 2015 New section included Reporting and Responding to a Condition Affecting the Network 41 June 2015 New section included Condition Affecting the Network (CAN Form 42 June 2015 New Section included Speed Restrictions During Hot Weather ARTC OSERC ARTC OSERC ARTC OSERC 43 June 2015 New Section included Infrastructure Booking Advice (IBA) ARTC OSERC This document is uncontrolled when printed. Version: 5.0 Date of Issue: 1 July 2018 Page 4 of 142

5 Section Date Reviewed Description of Amendment Authority 44 June 2015 New Section included Using Infrastructure Booking Advices 45 June 2015 New Section included Infrastructure Booking Advice (IBA) Form ARTC OSERC ARTC OSERC 44.2 September 2015 Misprint error removed ARTC OSERC February 2017 Amended figure 1 ARTC OSERC 15 February 2017 Item e. Inclusion of requirement to compile on a CAN form where a train authority has previously been issued. 19 February 2017 Removed item i In and direction over fixed points. 15km/h, gauge separators no longer on ARTC Network. ARTC OSERC ARTC OSERC Table reformatted February 2017 Amend error in text. ARTC OSERC February 2017 Remove reference to Track Warrant and Hi Rail Permission 23.3 January 2018 Remove item i. Requirement to contact Trans Adelaide Train Control at Goodwood and Torrens Jct. ARTC OSERC ARTC OSERC 24.2 February 2017 Amend errors in heading and text. ARTC OSERC 38 February 2017 Section amended and rewritten. ARTC OSERC 40 & 41 February 2017 Amend CAN rule to permit CAN warning information to be provided on Train Authority or ATMS Authority form. Reformate and amend CAN form February 2017 Amend second dot point; remove text unless otherwise notified. ARTC OSERC ARTC OSERC 44 February 2017 Amend rule to include bridging to release locking. ARTC OSERC 45 February 2017 Amend rule to include bridging to release locking & update form. 46 March 2018 Inclusion of Centralised Traffic Control (CTC) Emergency Automatic Mode. ARTC OSERC ARTC OSERC This document is uncontrolled when printed. Version: 5.0 Date of Issue: 1 July 2018 Page 5 of 142

6 Table of Contents Document Review Control and Issue of Safeworking Documents Section Authority Working Access Authority Working Shunting Procedures Shunting Competency Authority In Charge of Shunting Shunting of Rolling Stock Movement through Points Movement over Level Crossings Working of Terminal and Attended Locations Air Brake Equipment Load Compensating Equipment on Goods Vehicles Grade Control Valves Air Brake Cut Out Cocks Hand Release Valves Brake Pipe Coupling Cocks Coupling and Uncoupling Identification Markings on Vehicles Hand Brakes Rolling Stock Failure Train Examination Examination and Testing of Automatic Train Brakes on Engine-Hauled Trains Brake Holding Test Emergency Brake Application Crossing and Passing Procedures Trains Crossing or Passing on CTC Territory Trains Crossing or Passing on ABS Territory Trains Crossing or Passing on Train Order Territory Reporting of Movements Stopping on ARTC Territory Passing a Permissive Signal at Stop at the Entrance to a Crossing Location: Gladstone Kanandah This document is uncontrolled when printed. Version: 5.0 Date of Issue: 1 July 2018 Page 6 of 142

7 6.6 Trains Crossing or Passing at Locations on ABS Territory equipped with Self Restoring Points Trains Crossing at Locations - First Train to take Crossing Loop Trains Crossing at Locations - First Train to take Main Line Trains Passing at Locations - First Train to take Crossing Loop Trains Passing at Locations - First Train is to take the Main Line Trains Crossing or Passing at Locations on ABS Territory with Manual Points (Yongala and Kanandah) Trains Crossing at Unattended Locations First Train is to take the Crossing Loop Trains Crossing at Locations - First Train to take Main Line Trains Passing at Locations - First Train to take Crossing Loop Trains Passing at Locations - First Train to take Main Line Deleted In Cab Activated Point System (ICAPS) and Self Restoring Points between Malbooma and Parkeston Overview of Local Operating Equipment Overview of In Cab Activated Points System (ICAPS) Trains Crossing at Crossing Locations in Train Order Territory with Light Indicators and ICAPS Operated Self Restoring Points - First Train to take Crossing Loop Trains Crossing at Locations on Train Order Territory with Light Indicators and ICAPS Operated Self Restoring Points - First Train to take the Main Line Trains Passing at Locations on Train Authority Territory with Light Indicators and ICAPS Operated Self Restoring Points - First Train to take the Crossing Loop Trains Passing at Locations on Train Authority Territory with Light Indicators and ICAPS Operated Self Restoring Points - First Train to take the Main Line Movements Shunting at Locations Equipped with Self Restoring Points Operation of Track Machines Operating Over Self Restoring Points Maintenance on Point Machines Trains Crossing or Passing at Locations on Train Order Territory with Manual Points Trains Crossing at Locations - First Train to take Crossing Loop Trains Crossing at Locations - First Train is to take the Main Line Trains Passing at Locations First Train to take Crossing Loop Trains Passing at Locations - First Train to take Main Line Reserved Crossing Locations Typical General Layout CTC Location (Goods Sidings and or Dead Ends may Exist at some Locations) CTC Location with Outer Absolute Signals This document is uncontrolled when printed. Version: 5.0 Date of Issue: 1 July 2018 Page 7 of 142

8 7.3 CTC Location with Outer Absolute Starting Signals where Intermediate Signals are installed ABS Location with Self Restoring Points (Crystal Brook to Broken Hill - Except Yongala And Kanandah which have Manual Points) Typical Train Order Location with Light Indicators and Self Restoring Points Reporting Train Clear of Section at Attended Locations Reporting Train Departure from Attended or Unattended Locations Reporting Train Progress, Delay Reasons, Changes to Train Consist Reporting Train Clear of Section at Block Posts Point Indicators Green Arrow Yellow Dumb Bell Red Dumb Bell Yellow Circle White Square Trailable Points Stand Derail and Catchpoint Indications Blue Diamond White Square Attend to Derail Signs Light Indicators Green Light Indicator Yellow Light Indicator Flashing Yellow Light Indicator Reserved Red Light Indicator Repeater Indication Light Indicator or Associated Points Failure Points Security of Running Lines Securing Points Motor Operated Points - Manual Operation Points Locks CTC Territory Advice Re Setting of Points and Derail Devices This document is uncontrolled when printed. Version: 5.0 Date of Issue: 1 July 2018 Page 8 of 142

9 17 Communications Voice Communications with Train Control National Train Communication System (NTCS) ICE Unit Operation Legacy (CountryNet and NUTR) Train Operation Emergency Call Operation (Also referred to as Fleet Call on the NUTR) in the ARTC Victorian Network Emergency Call Operation in the ARTC SA / WA Network Spencer Jct to Crystal Brook, Spencer Jct to Kalgoorlie ICE Radio Units in Trailing Locomotives Rollingstock, including Track Vehicles or Machines, Stabling at an Unattended Location Maximum Train Speed for Particular Locations and Circumstances Level Crossing Procedures Warning Device Operation Work on Warning Devices Passage of Loads of Exceptional Mass or Dimension Testing of Level Crossing Warning Devices Dynamic Testing of Rollingstock over Level Crossings Crossing Keepers Operation of Locations as an Attended Location General Opening an Unattended Location for Attendance Closing an Attended Location Track Workers Working at, to or from a Location that may be Attended or Unattended Track Force Working Defining a Location and Train ID Train Identification Requirements for NAR Working Movement of Track Machines as a Train Movement on Train Order Territory Movement on ABS Territory Movement on CTC Territory Track Maintenance Machines Working in a Section as a Train Train Authority Text Examples This document is uncontrolled when printed. Version: 5.0 Date of Issue: 1 July 2018 Page 9 of 142

10 24 Train Order Working Issue of Train Authorities from Terminal Location Issue of a Train Authority for a Movement prior to TOW Line to be Taken Train Crew Change Over Train Working Advice Verification of Train Authorities Parallel Rail Lines Track Work Train Failure and other Incidents Location of Parallel Rail Lines ARTC Territory TOA Limits TOA Occupancy Rules Shunting Unattended Locations CTC ABS limit of SHA Driver Only Operation Limit of Authority Overrun Emergency Responses Emergency Management Track Side Signs and their Meaning Location Ahead Sign (CTC and ABS Territory) Start and End of Safeworking System Signs Yard Limit Sign Block Post Sign - previously Control Point Deleted Permanent Speed Signs Individual Curve Restriction Signs Blanket Speed Restriction Signs Warning Signs Gang Whistle Sign Level Crossing Predictor Warning Sign Clearance Point Marker (Formerly Fouling Point Marker) Level Crossing Warning Signs Resumption of Normal Speed CTC Territory This document is uncontrolled when printed. Version: 5.0 Date of Issue: 1 July 2018 Page 10 of 142

11 34.2 ABS Territory Alcohol Controls on the ARTC Network Detonating Signals in Victoria Arrival Clearing Boards CTC or ABS Failures Assurances Introduction of Train Order Working Prior to the Issue of a Train Authority Issue of a Train Authority Unknown cause Known cause First Rail Traffic Movement Active Control Level Crossings Returning to normal working Fixed Signals Signal indications and their meaning Signal lower light fixed indication Reporting and Responding to a Condition Affecting the Network Purpose Reporting Responding Warning Rail Traffic Infrastructure Restoration Keeping Records Returning to Normal Working Condition Affecting the Network (CAN) Form Introduction Mandatory Items Item 1 Form Number Item 6 Warning issued by and issued to Optional Items Item 2 CAN Block Working Item 3 Active Road and Pedestrian Level Crossings Item 4 Temporary Speed Restrictions / Speed Restrictions during Hot Weather This document is uncontrolled when printed. Version: 5.0 Date of Issue: 1 July 2018 Page 11 of 142

12 41.9 Item 5 Other Conditions and Additional Information Example Condition Affecting the Network (CAN) Form Speed Restrictions During Hot Weather Purpose Imposing Speed Restrictions Advice to Network Controller Advice from Network Controller Notifying Rail Traffic Crews Altering and Cancelling Speed Restrictions Recording Speed Restrictions Speed Limits Infrastructure Booking Advice (IBA) Purpose Advertising Infrastructure Work Compiling Infrastructure Booking Advices Securing Infrastructure Certifying Infrastructure Booking Infrastructure Back into Use Using Uncommissioned Infrastructure Using Infrastructure Booking Advices Introduction Compiling an Advice Completing an Advice if infrastructure is Certified Completing an Advice if Some Infrastructure Remains Uncertified Keeping Records Infrastructure Booking Advice (IBA) Form Introduction Mandatory Items Optional Items Booking-Out / Bridged Confirmation Booking-In / Bridging Certification Example Infrastructure Booking Advice (IBA) Form Centralised Traffic Control (CTC) Emergency Automatic Mode First Train Approaching Loop This document is uncontrolled when printed. Version: 5.0 Date of Issue: 1 July 2018 Page 12 of 142

13 46.2 Second Train Approaching Loop P Emergency Key Switch This document is uncontrolled when printed. Version: 5.0 Date of Issue: 1 July 2018 Page 13 of 142

14 1 2 Document Review No reference CoP A Document Review Committee shall be responsible for the periodic review of this Addendum and the Appendix. Each Organisation operating on the Network shall nominate a competent delegate to participate in the review process. The Document Review Committee shall meet formally as required, but not less than at six monthly intervals. Each Organisation shall establish an internal process to recommend items to be included on the agenda of the Document Review meeting. Each item recommended shall clearly identify the change being sought, together with reasons and the proposed amended format of the change for consideration by the Committee. ARTC shall schedule meetings, provide the Secretariat and accept agenda items up to four weeks prior to each meeting. Nothing in the above shall prevent ARTC making a change to its documentation between meetings of the Committee should such a need arise. All changes recommended by the Document Review Committee shall be subject to approval by the ARTC Operational Safety and Environment Review Committee before being issued as amendments. Control and Issue of Safeworking Documents No reference CoP The ARTC Addendum and Appendix to the Code of Practice for the Defined Interstate Network, ARTC Emergency Management Procedure TA44, ARTC Interface Coordination Plan and other similar documents as nominated by ARTC from time to time shall be made available on the ARTC Web Site as controlled documents. It shall be the responsibility of each Operator and Maintainer using the ARTC Network to ensure that they have available the latest copy of these documents at all times for use by all of their employees working on the ARTC Network. ARTC and each Operator and Maintainer shall be responsible to ensure that only the latest copy of the Code of Practice for the Defined Interstate Rail Network is used by all of its employees at all times whilst operating or working on the ARTC Network. This document is uncontrolled when printed. Version: 5.0 Date of Issue: 1 July 2018 Page 14 of 142

15 3 4 Section Authority Working CoP Section Authority Working Section deleted due to removal of Section Authority Working as from May Access Authority Working CoP reference Route Standards P 21 Section 4: Access Authority Working deleted as no longer in use on the ARTC Network. This document is uncontrolled when printed. Version: 5.0 Date of Issue: 1 July 2018 Page 15 of 142

16 5 Shunting Procedures No reference CoP 5.1 Shunting Competency a. b. The following competencies apply: To carry out shunting duties on the defined network the worker shall be competent in the following: i. The Code of Practice for the Defined Interstate Network, Operations and Safe Working as defined interface arrangements for network entry and exit, and associated documentation i yard owner specified competencies. To be in charge of shunting in a yard or terminal the Qualified Worker shall have yard knowledge of the yard in which the qualified is to be responsible. 5.2 Authority In Charge of Shunting a. b. The approval of the attending authority and infrastructure owner shall be obtained prior to shunting at attended locations. Shunting shall be carried out by a Qualified Worker who shall be the authority in charge of shunting at that location. The approval of the infrastructure owner shall be obtained prior to shunting at unattended locations. 5.3 Shunting of Rolling Stock a. Before performing any shunt the Qualified Worker shall ensure that: i. all couplings have been engaged to prevent vehicles uncoupling and running away during the movement all points over which the movement are to pass are correctly set i any boundary gates, doors of sheds, for example, on the line over which the movement will pass, are secured in the fully open position iv. any derail devices are removed from that portion of the line over which the movement will pass v. all wheel chocks have been removed from the vicinity of any vehicle involved in the shunt, and that all hand brakes are released as soon as the vehicles have been coupled This document is uncontrolled when printed. Version: 5.0 Date of Issue: 1 July 2018 Page 16 of 142

17 b. c. d. e. f. g. vi. the line over which the movement will pass is clear in every other respect. During a shunt movement the Qualified Worker shall accompany the leading vehicle or be positioned where the line ahead can be clearly seen. Before coupling to vehicles, the Qualified Worker shall ensure that: i. vehicles are firmly secured to prevent their moving couplings are correctly aligned i when coupling up to stationary vehicles, signal the locomotive crew so that they are coupled with minimum force. When conducting shunts, the Qualified Worker shall advise the Driver of the distance the movement is to travel and: i. display a hand signal or communicate with the Driver, updating the distance remaining for the movement to travel at half intervals (e.g. 20 cars to travel, 10 cars to travel, 5 cars to travel etc.) if a signal should not be seen or communications heard by the Driver after half the last advised distance has been travelled, the Driver shall bring the movement to stop and seek instructions from the Qualified Worker conducting the shunt. When shunting towards a dead end ramp, or vehicles, the movement shall be stopped at least one vehicle length before the dead end or vehicles with which contact is to be made and then eased up to the dead end or vehicles. In terminals where it may be necessary to conduct shunt movements from both ends of a train or rake of rail vehicles, the attending authority shall ensure that all Qualified Workers are fully informed of such movements. The Qualified Worker shall ensure that any fixed signals governing a shunt movement have been cleared before allowing the movement to proceed. Where radio communications are available, the signal reading shall be relayed to the Train Crew who shall acknowledge receipt. The Qualified Worker shall, wherever possible, advise the Train Crew verbally regarding the movements required and the position of the rail vehicles involved. h. The clearing of a fixed signal may authorise a shunt movement to proceed but the Train Crew shall not move the engine until the appropriate radio command or hand signal has been given by the Qualified Worker. This document is uncontrolled when printed. Version: 5.0 Date of Issue: 1 July 2018 Page 17 of 142

18 i. j. When shunting from a location onto a running line: i. an appropriate authority for the running line shall be received the engine shall remain coupled to the vehicles and the air brake shall remain operational throughout until the movement is completed. The air brake shall not be relied upon to hold any vehicle after it has been detached from the engine. Vehicles left standing in sidings shall be firmly secured and: i. be clear of the clearance point of any adjoining line within the protection of derail devices (except where being detached on running lines in an emergency situation) i by the application of sufficient hand brakes to prevent any movement iv. if hand brakes are not sufficient wheel chocks shall be used. If the hand brake is not effective wheel chocks shall be used or attached to another vehicle with an effective hand brake, before being uncoupled. The defective vehicle shall also be green carded v. with the brake pipe vented to atmosphere. 5.4 Movement through Points a. b. c. d. Before giving a signal for a shunt movement to pass over any points in either the facing or trailing direction, the Qualified Worker shall ensure that they are correctly set and are secured for the intended movement. As soon as the shunt movement over points or derail devices has been completed, the Qualified Worker shall see that each is promptly restored to their normal position and locked. Care shall be exercised to ensure that the last vehicle of a train, or shunt movement, has cleared the points and derail devices where provided before the points are restored to their normal position. Spring lever and trailable points may be trailed through, but the initial speed of the trailing through movement shall not exceed 10 km/h. When a trailing movement stops during its passage over trailable points which were not set for the direction of travel, the Qualified Worker shall ensure the points are correctly set before the facing movement is made. Points shall be kept set and locked for the main line and any points leading thereto shall be set and locked to protect the main line except when in actual use for train or shunt movements. This document is uncontrolled when printed. Version: 5.0 Date of Issue: 1 July 2018 Page 18 of 142

19 5.5 Movement over Level Crossings a. b. When propelling rail vehicles over a level crossing they shall be attached to the engine and the air brake operational throughout all vehicles. Vehicles shall not be left standing foul of level crossings or where they will actuate level crossing warning devices. If it is necessary to pass over or foul a level crossing not protected by flashing light signals or other warning device operating for the movement, the Qualified Worker shall: i. stop the movement short of the crossing walk forward and stop all road traffic before allowing the movement to pass over or foul the level crossing i keep the crossing in sight and clear until such time as the movement has safely entered the crossing. 5.6 Working of Terminal and Attended Locations a. b. c. d. e. Before admitting a train into an attended location, the Qualified Worker shall ensure that the portion of the line within the location yard limits on which the train is to run is clear and safe and that any points involved are correctly set and secured where possible. Before an attended location is closed, permission shall be obtained from the Network Controller and the main line points set and locked for the main line. All points leading to the running lines, also derail devices, shall be set and locked in their normal position to protect the running lines. Observe passing trains and note whether they are complete. Should there be any indication of conditions endangering a train; the Qualified Worker shall stop the train if possible; failing which he shall advise the Network Controller. Before the departure of trains from locations at which they originate, full details of the loading despatched shall be made available to the Train Crew and the Network Controller. This shall include the individual number, contents, tonnage and destination of each vehicle, together with the total number of vehicles, length and tonnage. Before any train departs from terminals, attended locations or locations, authority to depart shall be obtained from the attending authority. This document is uncontrolled when printed. Version: 5.0 Date of Issue: 1 July 2018 Page 19 of 142

20 5.7 Air Brake Equipment Load Compensating Equipment on Goods Vehicles a. b. c. d. e. Load compensating air brake equipment, also known as empty/load device, is fitted to and works in conjunction with the air brake equipment on some classes of vehicles. This provides reduced brake cylinder pressure for braking when the vehicle is empty or normal brake cylinder pressure when loaded. When the vehicle is empty, or the loading in tonnes is less than the figure shown within the square stencilled on the side of the vehicle, the changeover mechanism shall be set to display the letter E. When the loading in tonnes is equal to or exceeds the figure shown in the stencilled square, the changeover mechanism shall be set to display the letter L. Where no minimum load figure is shown within the square, the load changeover mechanism shall be set to the L position when the loading exceeds 20 tonnes. When vehicles fitted with load compensating air brake equipment are marshalled on trains and a brake test is carried out, it is the responsibility of the Qualified Worker carrying out such brake test to ensure that the operating handle of the load compensating air brake equipment is in its correct position for the load conditions of the vehicle Grade Control Valves Grade control valves are fitted to the air brake system on certain vehicles to regulate the release of the brakes as a means of assisting in the control of the train and set at the discretion of the Train Crew Air Brake Cut Out Cocks a. b. c. Cut out cocks isolate the brake equipment on any vehicle without interfering with the continuity of the brake pipe. When the air brake on a vehicle is cut out, the Train Crew shall be advised accordingly, vehicle details entered on the brake certificate and the vehicle labelled, (green carded). The maximum number of vehicles with air cut out on a train shall not exceed 1 in 10 or 10% of the gross mass. At no time shall the last three vehicles of a consist have the air brake non-operational or the maximum number of consecutive vehicles with the air cut out exceed two. This document is uncontrolled when printed. Version: 5.0 Date of Issue: 1 July 2018 Page 20 of 142

21 5.7.4 Hand Release Valves A hand release valve is fitted to the brake system on each vehicle to enable the automatic train brake on that vehicle to be released by hand or, if required, to exhaust the air from the brake equipment. The operating wire or chain connected to the release valve is located under the inverted U or the words air release painted on the side of the vehicle Brake Pipe Coupling Cocks a. b. c. d. Brake pipe coupling cocks are fitted for the purpose of allowing the brake pipe to be continuous or isolated at any required point. There are two positions of brake pipe coupling cock. When the handle is positioned along the brake pipe the valve is open, and when positioned across the brake pipe the valve is closed. The unused coupling cocks shall be in the fully closed position and any unused coupling hoses shall be attached to the dummy couplings. Ball type coupling cocks have a side vent to permit the exhaust of brake pipe pressure to the coupling hoses when the cock is closed. These cocks shall be operated to their full positions to prevent any loss of brake pipe pressure. 5.8 Coupling and Uncoupling a. b. c. d. e. All vehicles on trains shall be properly coupled. When coupling to vehicles fitted with dual brake pipe connections, the coupling hoses shall be connected directly across on the same side of and not crossed underneath the automatic coupler. Before vehicles are uncoupled, the brake pipe coupling hose shall be disconnected by hand and attached to the dummy couplings where provided. When a defective brake pipe coupling hose is replaced the worker removing the defective hose shall forward it to the nearest depot for repair. When a Qualified Worker is required to uncouple an engine from a train, or to detach the engine and some portion of a train for shunting, the Qualified Worker shall ensure that the train, or the remaining portion of it, is firmly secured. This document is uncontrolled when printed. Version: 5.0 Date of Issue: 1 July 2018 Page 21 of 142

22 f. When coupling and/or uncoupling electrical connections between rolling stock supplied with head end electric power: i. only authorised workers are permitted to couple and uncouple electrical connections between vehicles all coupling and/or uncoupling of electrical jumper leads shall be carried out with the head end power supply switched off at the power source i jumper lead receptacles shall be closed when not in use. Jumper leads shall be protected against mechanical damage and the entry of water or foreign matter and never left to drag. 5.9 Identification Markings on Vehicles Vehicles bear markings to indicate special features: a. b. c. d. e. f. g. h. A white hollow square on the sides indicates that the vehicle is fitted with load compensating equipment (empty/load device). A number within the square represents the load at which the empty/load device shall be adjusted. A white circle on the sides indicates that the vehicle is fitted with grade control valves. A white circle contained in a white hollow square on the sides indicates that the vehicle is fitted with both types of equipment referred to in sub-clauses (a) and (b) of this clause. A yellow panel indicates that the wagon is confined to coal traffic. A yellow arrow indicates the rotary end for tippling purposes. The letters NTL indicate that the uncoupling rod handle has been removed. A white T or yellow upward pointing triangle on the side of the vehicle indicates the vehicle is fitted with light draw gear. An inverted U or the words air release on the under frame indicate the location of the release wire. A white stripe (patch on flat wagons) extending from the headstock to the top of the vehicle adjacent to the handbrake indicates the operating point for end operated hand brakes. A white patch is also painted on the opposite end on the hand brake side. i. A yellow T on each end of the vehicle indicates hand brakes of the wheel or star handle operated (transverse) type accessible on both sides of the vehicle. The words roller bearings indicate that the vehicle is fitted with roller bearings. This document is uncontrolled when printed. Version: 5.0 Date of Issue: 1 July 2018 Page 22 of 142

23 5.10 Hand Brakes a. Hand brakes are fitted to engines, passenger cars and other vehicles for the purpose of securing any vehicle that is left standing. General types of hand brakes and their location are as follows: Type handle operated ratchet wheel operated ratchet star handle operated ratchet ratchet brake: Location at one end of vehicle at one end or on both sides near the centre of the vehicle on both sides near the centre of the vehicle each type is fitted to one end of a freight vehicle top operated lever bottom operated lever drop handle type Peacock brake- model 800 type fitted to passenger coaches, brake vans and crew relay vans Geared wheel brake: a. b. c. disc type 2 wheel type star type a. b. c. fitted to both ends of Overland coaches fitted to both sides or at one end of freight vehicles fitted to both sides of freight vehicles miner type ajax brake fitted to both ends or at one end of freight vehicles fitted to one end of freight vehicles b. c. No Brake tags shall be fixed to the hand brake operating lever, wheel or wheels when a vehicle s hand brake cannot or should not be used because of defect, overhanging loading or any other reason and shall be only removed when the hand brake can again be used. A hazard report form shall be completed in accordance with local procedures. Vehicles fitted with concertinas shall only be coupled to the end of a vehicle without end fitted hand brakes. This document is uncontrolled when printed. Version: 5.0 Date of Issue: 1 July 2018 Page 23 of 142

24 5.11 Rolling Stock Failure a. b. c. When any vehicle on a train is detected as being defective, i.e. dragging brakes, the Train Crew shall be advised of the circumstances and the train shall be stopped and the cause of the trouble ascertained. If the defect cannot be rectified, but the vehicle is fit for travel, it shall be labelled with the appropriate code entered on the green card and the Network Controller advised of the delay and circumstances. Should the defect be considered unsafe for travel, it shall be red carded and labelled with Not To Go and detached at the first available siding. The Network Controller shall be advised of the relevant details so that remedial action can be taken Train Examination a. b. c. d. Before examining and testing a trains braking system, the Qualified Worker shall inform the Train Crew of the intention to examine. Safety keys (or other means) shall be used by the Qualified Worker to prevent movement of trains while they are being examined. Only the Qualified Worker who inserts a safety key (*or other means) may remove it. When more than one Qualified Worker is engaged in examining and testing a trains braking system, the Qualified Worker in charge is responsible for using the safety key Examination and Testing of Automatic Train Brakes on Engine-Hauled Trains The automatic train brake shall be examined and tested before a train departs from a commencing location, and whenever the brake pipe has in any way been affected by uncoupling, engines or vehicles attached to or detached from the train. Should the Network Controller be advised that a Holding Test has not been conducted, or was conducted 24 hours prior to the trains departure, the Network Controller shall arrange for a new Holding Test to be carried out at the next location or yard. The following guideline for train examination is submitted for the consideration of operators whilst the National Rollingstock Code is being developed. This document is uncontrolled when printed. Version: 5.0 Date of Issue: 1 July 2018 Page 24 of 142

25 Circumstance Full train examination using train engine or engines Full train examination using ground plant Attach train engine or engines to pre examine train Attaching pre examined wagons in one block Attaching non-examined vehicles Attaching pre examined wagons in more than one block Detaching vehicles in one block Detaching vehicles in more than one block Attach, detach, changing engines Train arrival at final destination Train departure Inspecting passing trains Holding test Type of Examination FX FX FC MC FX non examined vehicles, then MC for the whole train FC MC FC MC AX DX Roll by HT 5.14 Brake Holding Test a. b. c. d. The number of vehicles (or for articulated or permanently coupled vehicles, the number of triple valve control units) required to pass a holding test shall be: i. three for freight trains in NSW two for freight trains not entering NSW i one for all passenger trains where there is a guard provided or three for passenger trains without a guard. The brake holding test ensures that the air brake remains applied on each of the rear three vehicles with the brake pipe open for the nominated time specified in the table below. Brake holding tests successfully completed shall remain valid for the departure within a period of 24 hours from the completion of the test. After that period the vehicles shall be re-tested. The following guidelines for holding tests are submitted for the consideration of operators whilst the National Code for Rollingstock is being developed: This document is uncontrolled when printed. Version: 5.0 Date of Issue: 1 July 2018 Page 25 of 142

26 Length of Train (in metres) Holding Time (minutes) Emergency Brake Application An emergency application of the brakes shall only be made when an emergency exists. Whenever an emergency brake application has been made, the valve shall be left in the open or emergency position until the train has stopped. The cause of delay to the train is to be reported to the Network Controller at the earliest opportunity. This document is uncontrolled when printed. Version: 5.0 Date of Issue: 1 July 2018 Page 26 of 142

27 6 Crossing and Passing Procedures No reference CoP 6.1 Trains Crossing or Passing on CTC Territory a. b. c. d. e. Train Crews of trains to cross or pass at locations on CTC shall comply with the authority and speed displayed on signals to enter the main line or crossing loop as required. The display of the numeral 65 in conjunction with a clear medium speed signal, permits departure speeds of up to 65km/h. When crossing or passing both Train Crews shall confirm that the other train s end of train marker is in place. Where safe and practicable to do so, a roll by inspection should be performed by the Train Crew of the stationary train. Where Train Crews notice any irregularity, the other Train Crew and the Network Controller shall be immediately advised. The train with the irregularity shall not proceed until the problem is further investigated and rectified. Train Crews shall ensure that the secondary radio is set to the correct radio channel. 6.2 Trains Crossing or Passing on ABS Territory Refer 6.6 & 6.7 of this document a. b. c. d. e. f. Train Crews of trains to cross or pass at locations on ABS shall comply with the authority and speed displayed on signals to enter the main line or crossing loop as required by the Train Authority issued for the cross or pass. When crossing or passing both Train Crews shall confirm that the other train s end of train marker is in place. Where safe and practicable to do so, a roll by inspection shall be performed by the Train Crew of the stationary train. Where Train Crews notice any irregularity, the other Train Crew and the Network Controller shall be immediately advised. The train with the irregularity shall not proceed until the problem is further investigated and rectified. Train Crews shall ensure that the secondary radio is set to the correct radio channel. Establish radio communications using secondary communications channel. Radio communications by the approaching train should commence when the train is approximately 5 Km from the facing points of the location. This document is uncontrolled when printed. Version: 5.0 Date of Issue: 1 July 2018 Page 27 of 142

28 6.3 Trains Crossing or Passing on Train Order Territory Refer 6.9 & 6.10 of this document a. The crews of the opposing trains on entering the section, immediately prior to the crossing location, shall use the train control radio to call the Network Controller to confirm their train authority and provide the Network Controller with an ETA at the location of the cross. i. The Network Controller, upon being contacted by the opposing trains, shall verify the contents of both train authorities. When expected times of arrival at the crossing location are similar, the train to take the main line shall slow down to allow time for the train to take the crossing loop to safely enter the crossing location first. i The train to take the crossing loop shall enter the crossing location first, except when otherwise established with the Network Controller and the opposing train. NOTE At locations fitted with ICAPS the train to take the crossing loop shall, on entering the strike in window, set the points for the crossing loop, except when otherwise established with the Network Controller and the opposing train). iv. When approximately 5km from the crossing location the train crews shall attempt to contact the crew of the opposing train by means of the secondary form of communication. When train crews are unable to communicate using the secondary form of communication the Network Controller shall assist in communicating with the opposing train, so as to confirm crossing and passing details with the opposing train crew, along with expected time of arrival at the crossing location and which train will enter the crossing location first. v. When approaching a crossing location stipulated in a train authority and no communications are available between the two trains and the Network Controller, the train to take the crossing loop shall do so in accordance with 6.3 (a) (iii) and the train to take the main line shall stop before the yard limit sign and wait to be admitted by the crew of the train on the crossing loop. This document is uncontrolled when printed. Version: 5.0 Date of Issue: 1 July 2018 Page 28 of 142

29 vi. Both train crews, when the crew of the first train to arrive has reported arrival clear at the crossing location to the Network Controller, may take the next train authority for their own train as appropriate. v Any further communications between the two trains should be by the use of the secondary communications equipment b. c. d. e. f. When crossing or passing both train crews shall confirm that the other train s end of train marker is in place. Where it is noticed that the end of train marker is missing, the train crew in charge of the train with the missing end of train marker and the Network Controller shall be advised immediately. The train crew of:- i. A train with the missing end of train marker shall not proceed until the safe integrity of the train is verified by ensuring that the last vehicle on the train is the last vehicle on the train, consist held by the train crew. Where there is any doubt or discrepancy, the train shall not proceed until the train can be confirmed as complete. A train shall not proceed into the section from which a train with a missing end of train marker has arrived until the section is confirmed as being clear. Where safe and practicable to do so, a roll by inspection shall be performed by the train crew of the stationary train. Where train crews notice any irregularity, the other train crew and the Network Controller shall be immediately advised. The train with the irregularity shall not proceed until the problem is further investigated and rectified. When the first train arrives at a location where a cross or pass is to take place the train crew shall report arrival to the Network Controller. Where a train is required to shunt and cross or pass a train or trains at the same location, the shunt shall not commence before the cross or pass is completed unless authorised by the Network Controller. Train crews may reach an understanding that the second train to arrive at a station may be admitted by its own train crew. The following conditions shall be met in the understanding reached: i. The train which has arrived first is stationary, and will remain stationary until the cross or pass is completed. The crew of the second train before entering the yard shall set or confirm the facing points for the line indicated in their Train Authority. This document is uncontrolled when printed. Version: 5.0 Date of Issue: 1 July 2018 Page 29 of 142

30 g. TOW Territory Main Line Crossing Speed i. At Train Order Territory locations, if: both trains are confirmed as complete by use of end of train monitor units; the crew of the train to take the Main Line can maintain an uninterrupted view of the points enhancer at the facing points; and the points indicator displays a correct route setting the train to take the Main Line may travel through the crossing location at Normal Speed. The train to take the Main Line must not exceed 50 km/h onto the Main Line at the crossing location if: both trains cannot be confirmed as complete, by use of end of train monitor units; or the crew of the train to take the Main Line cannot maintain an uninterrupted view of the indication displayed by the points enhancer at the facing points. 6.4 Reporting of Movements Stopping on ARTC Territory Should a train or track vehicle movement make an unplanned stop for any reason on ARTC operated running lines, the driver of the movement shall immediately advise the ARTC Network Controller providing the reason for the movement coming to a stand, and the location. Upon receiving the advice from the train crew, the Network Controller shall immediately advise the Train Controller of any parallel line that the movement has come to a stand and the location of the stationary movement. The ARTC Network Controller shall also advise the operator of any track machine or road rail vehicle that may be following details of the stationary movement. If the driver of the movement has advised the ARTC Network Controller that the movement has come to a stand owing to a loss of air, the ARTC Network Controller shall put protection steps in place on the presumption that the movement may have derailed and that any parallel line may be obstructed, the details being immediately provided to the Train Controller of the parallel line requesting that movements be stopped until it has been established that the parallel line is not obstructed. This document is uncontrolled when printed. Version: 5.0 Date of Issue: 1 July 2018 Page 30 of 142

31 Where a movement is negotiating heavy down grades and air brakes are being used in lieu of dynamic brake, and the movement is likely to come to a stand prior to recharging the train pipe, the driver shall advise the ARTC Network Controller the method of braking being used and the possibility of the movement stopping. The ARTC Network Controller shall advise any following track machine or road rail vehicle to proceed expecting to find the preceding movement at a stand. Where a movement has stopped in the section and is then able to continue its journey, the ARTC Network Controller shall be advised the time the movement has recommenced its journey and details of the delay. The requirement to report to ARTC Train Control that a movement is overdue in a section for reasons such as locomotive problems associated with slow running still applies. 6.5 Passing a Permissive Signal at Stop at the Entrance to a Crossing Location: Gladstone Kanandah a. b. The train crew shall stop before passing the inner permissive signal when the signal is at Stop unless being admitted by a qualified worker. The facing points shall be examined to ensure they are correctly set. The train may then be admitted at low speed upon receipt of the admittance signal. 6.6 Trains Crossing or Passing at Locations on ABS Territory equipped with Self Restoring Points Trains Crossing at Locations - First Train to take Crossing Loop a. When the Train Crew has established that the train to take the crossing loop will enter the location first the Train Crew of the train to take the crossing loop shall: i. stop the train before the inner permissive signal at the facing points reverse the facing points i give an admittance signal and then re-join the engine iv. enter the crossing loop and stop before the absolute entering block signal at the clearance point at the far end of the location. This document is uncontrolled when printed. Version: 5.0 Date of Issue: 1 July 2018 Page 31 of 142

32 b. The Train Crew of the train to enter the main line shall: i. enter the main line on signal indication confirm that the train on the crossing loop is complete i fulfil any other instructions contained in their Train Authority for that location iv. report to the Network Controller v. obtain a Train Authority if required vi. observe the indication of entering block signals. NOTE Where the Train Crew have reported to the Network Controller prior to arrival and have a signal indication to proceed, and the Network Controller has given clearance to proceed, the Train Crew may traverse the main line without stopping. c. The Train Crew of the train on the crossing loop shall: i. confirm that the train traversing the main line is complete fulfil any other instructions contained in their Train Authority for that location i report to the Network Controller iv. obtain a Train Authority if required v. set the points for departure vi. when the Train Crew has re-joined the engine, proceed in accordance with the signal indication NOTE The Train Authority authorising a cross or pass at a location shall be received before the train departs the location immediately in advance of the stipulated crossing or passing location. Where a further Train Authority is to be issued for a cross or pass at another location the words after fulfilling are not required to be shown on the second Train Authority. This document is uncontrolled when printed. Version: 5.0 Date of Issue: 1 July 2018 Page 32 of 142

33 6.6.2 Trains Crossing at Locations - First Train to take Main Line a. b. c. When the Train Crew have established that the train to take the main line will enter the location first, the Train Crew of the train to take the main line shall: i. enter the main line on signal indication and stop before the absolute entering block signal at the far end of the location reverse the points i give an admittance signal to the Train Crew of the train to take the crossing loop. The Train Crew of the train to enter the crossing loop shall: i. not pass the inner permissive signal until admitted by the Train Crew of the opposing train enter the crossing loop and stop before the absolute entering block signal at the clearance point at the far end of the location i confirm that the train on the main line is complete iv. fulfil any other instructions contained in their Train Authority for that location v. report to the Network Controller vi. obtain a Train Authority if required v set the points for departure vi when the Train Crew has re-joined the engine, proceed in accordance with signal indication. The Train Crew of the train on the main line shall: i. confirm that the train entering the crossing loop is complete fulfil any other instructions contained in their Train Authority for that location i report to the Network Controller iv. obtain a Train Authority if required v. proceed in accordance with signal indication. This document is uncontrolled when printed. Version: 5.0 Date of Issue: 1 July 2018 Page 33 of 142

34 NOTE The Train Authority authorising a cross or pass at a location shall be received before the train departs the location immediately in advance of the stipulated crossing or passing location. Where a further Train Authority is to be issued for a cross or pass at another location the words after fulfilling are not required to be shown on the second Train Authority Trains Passing at Locations - First Train to take Crossing Loop a. b. When the train to be passed is to take the crossing loop the Train Crew shall: i. stop the train before the inner permissive signal at the facing points reverse the facing points i give an admittance signal and then re-join the engine iv. enter the crossing loop and stop before the absolute entering block signal at the clearance point at the far end of the location. v. report train arrival to the controller. The Train Crew of the train to enter the main line shall: i. enter the main line on signal indication fulfil any other instructions contained in their Train Authority for that location i report to the Network Controller iv. obtain a Train Authority if required v. proceed in accordance with signal indication. NOTE Where the Train Crew have reported to the Network Controller prior to arrival, do not require a Train Authority, and the Network Controller has given clearance to proceed, the Train Crew may traverse the main line without stopping. This document is uncontrolled when printed. Version: 5.0 Date of Issue: 1 July 2018 Page 34 of 142

35 c. The Train Crew of the train on the crossing loop shall: i. confirm that the train traversing the main line is complete fulfil any other instructions contained in their Train Authority for that location i report to the Network Controller iv. obtain a Train Authority if required v. set the points for departure vi. when the Train Crew has re-joined the engine, proceed in accordance with signal indication. NOTE The Train Authority authorising a cross or pass at a location shall be received before the train departs the location immediately in advance of the stipulated crossing or passing location. Where a further Train Authority is to be issued for a cross or pass at another location the words after fulfilling are not required to be shown on the second Train Authority Trains Passing at Locations - First Train is to take the Main Line a. b. When the train to be passed is to take the main line the Train Crew shall: i. stop near the facing points where one of the Train Crew shall remain enter the main line on signal indication and stop before the absolute entering block signal at the far end of the location i reverse the points for the arrival and departure of the train to traverse the crossing loop iv. report train arrival to the Network Controller v. give an admittance signal to the train to take the crossing loop upon its arrival. The Train Crew of the train to enter the crossing loop shall: i. enter the crossing loop upon receipt of an admittance signal report train arrival to the Network Controller i obtain a Train Authority if required iv. proceed in accordance with signal indication. This document is uncontrolled when printed. Version: 5.0 Date of Issue: 1 July 2018 Page 35 of 142

36 c. The Train Crew of the train on the main line shall: i. confirm that the train traversing the crossing loop is complete fulfil any other instructions contained in their Train Authority for that location i report to the Network Controller iv. obtain a Train Authority if required v. ensure the points are set for departure vi. when the Train Crew has re-joined the engine, proceed in accordance with signal indication. NOTE The Train Authority authorising a cross or pass at a location shall be received before the train departs the location immediately in advance of the stipulated crossing or passing location. Where a further Train Authority is to be issued for a cross or pass at another location the words after fulfilling are not required to be shown on the second Train Authority. 6.7 Trains Crossing or Passing at Locations on ABS Territory with Manual Points (Yongala and Kanandah) Trains Crossing at Unattended Locations First Train is to take the Crossing Loop a. When the Train Crew has established that the train to take the crossing loop will enter the location first, the Train Crew of the train to take the crossing loop shall: i. stop the train before the inner signal at the facing points reverse the facing points i give an admittance signal and remain at the points (Yongala) or operate the push button (Kanandah) iv. enter the crossing loop and stop before the absolute entering block signal at the clearance point at the far end of the location v. reset the points for the main line. This document is uncontrolled when printed. Version: 5.0 Date of Issue: 1 July 2018 Page 36 of 142

37 b. The Train Crew of the train to enter the main line shall: i. enter the main line on signal indication confirm that the train on the crossing loop is complete i fulfil any other instructions contained in their Train Authority for that location iv. report to the Network Controller v. obtain a Train Authority if required vi. proceed in accordance with signal indication NOTE Where the Train Crew have reported to the Network Controller prior to arrival, do not require a Train Authority, and the Network Controller has given clearance to proceed, the Train Crew may traverse the main line without stopping. c. The Train Crew of the train on the crossing loop shall: i. confirm that the train traversing the main line is complete fulfil any other instructions contained in their Train Authority for that location i report to the Network Controller iv. obtain a Train Authority if required v. set the points for departure vi. move forward on signal indication and stop clear of the points v reset the points for the main line vi when the Train Crew has re-joined the engine, proceed. NOTE The Train Authority authorising a cross or pass at a location shall be received before the train departs the location immediately in advance of the stipulated crossing or passing location. Where a further Train Authority is to be issued for a cross or pass at another location the words after fulfilling are not required to be shown on the second Train Authority. This document is uncontrolled when printed. Version: 5.0 Date of Issue: 1 July 2018 Page 37 of 142

38 6.7.2 Trains Crossing at Locations - First Train to take Main Line a. b. c. When the Train Crew has established that the train to take the main line will enter the location first, the Train Crew of the train to take the main line shall: i. enter the main line on signal indication and stop before the absolute entering block signal at the far end of the location reverse the points i give an admittance signal to the Train Crew of the train to take the crossing loop (Yongala) or operate the push button for the signal to enter the loop (Kanandah). The Train Crew of the train to enter the crossing loop shall: i. not pass the signal at stop until admitted by the Train Crew of the opposing train. (At Kanandah the signal will be operated by push button) enter the crossing loop and stop before the absolute entering block signal at the clearance point at the far end of the location yard i confirm that the train on the main line is complete iv. fulfil any other instructions contained in their Train Authority for that location v. report to the Network Controller vi. obtain a Train Authority if required v set the points for departure vi move forward on signal indication and stop clear of the points ix. reset the points for the main line x. when the Train Crew has re-joined the engine, proceed. The Train Crew of the train on the main line shall: i. confirm that the train entering the crossing loop is complete fulfil any other instructions contained in their Train Authority for that location i report to the Network Controller iv. obtain a Train Authority if required v. set the points for departure vi. when the Train Crew has re-joined the engine, proceed in accordance with signal indication. This document is uncontrolled when printed. Version: 5.0 Date of Issue: 1 July 2018 Page 38 of 142

39 NOTE The Train Authority authorising a cross or pass at a location shall be received before the train departs the location immediately in advance of the stipulated crossing or passing location. Where a further Train Authority is to be issued for a cross or pass at another location the words after fulfilling are not required to be shown on the second Train Authority Trains Passing at Locations - First Train to take Crossing Loop a. b. When the train to be passed is to take the crossing loop the Train Crew shall: i. stop the train before the inner permissive signal at the facing points reverse the facing points i give an admittance signal and remain at the points iv. enter the crossing loop and stop before the absolute entering block signal at the far end of the location v. report train arrival to the Network Controller vi. reset the points for the main line. The Train Crew of the train to enter the main line shall: i. enter the main line on signal indication fulfil any other instructions contained in their Train Authority for that location i report to the Network Controller iv. obtain a Train Authority if required v. proceed in accordance with signal indication. NOTE Where the Train Crew have reported to the Network Controller prior to arrival, do not require a Train Authority, and the Network Controller has given clearance to proceed the Train Crew may traverse the main line without stopping. This document is uncontrolled when printed. Version: 5.0 Date of Issue: 1 July 2018 Page 39 of 142

40 c. The Train Crew of the train on the crossing loop shall: i. confirm that the train traversing the main line is complete fulfil any other instructions contained in their Train Authority for that location i report to the Network Controller iv. obtain a Train Authority if required v. set the points for departure vi. move forward on signal indication and stop clear of the points v reset the points for the main line vi when the Train Crew has re-joined the engine, proceed. NOTE The Train Authority authorising a cross or pass at a location shall be received before the train departs the location immediately in advance of the stipulated crossing or passing location. Where a further Train Authority is to be issued for a cross or pass at another location the words after fulfilling are not required to be shown on the second Train Authority Trains Passing at Locations - First Train to take Main Line a. When the train to be passed is to take the main line the Train Crew shall: i. stop near the facing points where one of the Train Crew shall remain enter the main line on signal indication and stop before the absolute entering block signal at the far end of the location i reverse the points for the arrival and departure of the train to traverse the crossing loop iv. report arrival to the Network Controller v. give an admittance signal to the train to take the crossing loop upon its arrival. This document is uncontrolled when printed. Version: 5.0 Date of Issue: 1 July 2018 Page 40 of 142

41 b. c. The Train Crew of the train to enter the crossing loop shall: i. enter the crossing loop upon receipt of an admittance signal report train arrival to the controller i obtain a Train Authority if required iv. proceed in accordance with signal indication. The Train Crew of the train on the main line shall: i. confirm that the train traversing the crossing loop is complete fulfil any other instructions contained in their Train Authority for that location i report to the Network Controller iv. obtain a Train Authority if required v. restore the points for the main line at both ends of the location yard vi. when the Train Crew has re-joined the engine, proceed in accordance with signal indication. NOTE The Train Authority authorising a cross or pass at a location shall be received before the train departs the location immediately in advance of the stipulated crossing or passing location. Where a further Train Authority is to be issued for a cross or pass at another location the words after fulfilling are not required to be shown on the second Train Authority. 6.8 Deleted This document is uncontrolled when printed. Version: 5.0 Date of Issue: 1 July 2018 Page 41 of 142

42 6.9 In Cab Activated Point System (ICAPS) and Self Restoring Points between Malbooma and Parkeston No reference CoP Overview of Local Operating Equipment Each crossing location between Malbooma and Parkeston (inclusive) is provided with controls to operate the points locally. The controls are located in a control cabinet attached to the wall of the equipment tank at each end to the loop and are applicable to that end only. The operation of the local controls shall only be undertaken by authorised qualified safeworkers and only when it is safe to do so, and after due consideration to the safety of all rail movements in the vicinity or approaching the points. Figure 1 Example Push Button Box on SRS Equipped Loops Operating Equipment at each Loop The points are operated by push buttons located within the control cabinet attached to the wall of the equipment tank located at each end of the loop. Opening the door of the control cabinet activates a door detection switch that restores the light indicator to red and inhibits the operation of the push buttons for 90 seconds. If the door is inadvertently closed and then opened again, the timer will cancel and restart. This document is uncontrolled when printed. Version: 5.0 Date of Issue: 1 July 2018 Page 42 of 142

43 The points are provided with Self Restoring functionality and will return to the normal position after the movement has proceeded into or from the crossing loop provided the door of the enclosure containing the controls is closed Local Controls The following push buttons are provided to locally operate the points at that end: Reverse Push Button: Normal Push Button: Cancel Push Button: When pressed, operates the points to the Reverse position provided no ICAPS command has been entered. When pressed, operates the points to the Normal position provided no ICAPS command has been entered. When pressed, cancels a command for the crossing loop either by previous operation of the reverse push button or by an ICAPS command. When pressed, a 90 second timer will commence, after which the points will then become available to be operated to normal Point Status Lights Status lights are within the control cabinet and display the status of the points and are labelled as follows: Track Occupied: Points Released: Coloured Red: indicates that the points track is occupied and the points are locked. This indication may also be displayed if a fault exists on the points. Coloured Green: indicates the 90 second timer has expired and the points can be operated by the push buttons Operation of Points from Local Controls Operation of movements at the crossing loops are detailed in sections to and shall be complied with. Where it becomes necessary to utilise the local controls to set the points the qualified safeworker shall: Ensure that no movement is approaching the points that may be affected by the operation of the points, Ensure that any movement is clear of the points track circuit, Open the door to the control cabinet and observe that the light indicator has restored to red, After the 90 second timer has expired, observe that the Points released light is illuminated, This document is uncontrolled when printed. Version: 5.0 Date of Issue: 1 July 2018 Page 43 of 142

44 Confirm that the movement is not occupying the points track circuit, Press the applicable control button to set the points for the movement and confirm that the points have operated to the required position, Close and lock the control cabinet door, Confirm that the light indicator is displaying the correct indication prior giving the admittance signal to the movement (if applicable). Upon the movement proceeding over and clearing the points they shall restore to the normal position automatically upon the expiry of a 90 second timer Operation of Points from Local Controls, Cancelling a Command Should it be found that after operating the points to reverse either by an ICAPS command, or by the local controls, that the points have to be reset, the qualified safeworker shall:- Open the door to the control cabinet and observe that the light indicator has restored to red, Press the Cancel push button, After the 90 second timer has expired, observe that the Points released light is illuminated, Press the applicable control button to set the points for the movement and confirm that the points have operated to the required position, Close and lock the control cabinet door, Confirm that the light indicator is displaying the correct indication Overview of In Cab Activated Points System (ICAPS) All crossing locations between Malbooma and Parkeston (inclusive) are provided with the facility that allows the train crew to operate the points remotely from the locomotive as the movement is approaching. To allow remote operation of the points, the locomotive is required to be equipped with ICAPS controls that transmit a designated command to the loop equipment that allow the points to be set for the crossing loop. There is no requirement to enter a command to set the points for the main line. The operation of the ICAPS equipment does not remove the responsibility of the train crew to ensure that the points are correctly set by observation of the Light Indicator and Point Indicator. This document is uncontrolled when printed. Version: 5.0 Date of Issue: 1 July 2018 Page 44 of 142

45 The points controls can only be initiated provided the locomotive is within the set limits of the location (strike in point), this is determined by a text message on the loco ICAPS control equipment which is generated utilising Global Positioning coordinates. The strike in point is generally 5 to 8 kilometres from the crossing location and shall span a distance of 2 kilometres. After the loco exits the strike in point no command will be allowed and the local controls will require to be operated to set the points Operating Equipment on Locomotives Locomotives are provided with ICAPS control equipment that allows the driver to operate the points for the crossing loop as indicated on the train authority issued by the Network Controller. The equipment is either permanently fixed to the locomotive, or is portable and can be transferred from locomotive to locomotive. The equipment consists of a text screen and a single control labelled Reverse for Loop which allows the train crew to set the points for the crossing loop whilst the movement is approaching. The text screen will only display text when the movement has entered the strike in point of the location. Upon selecting the command to enter the loop, and successful communication of the command, the light indicator will restore to red and a 90 second timer will commence. At expiry of the 90 second timer the points will then set for the crossing loop and the light indicator will then display the flashing yellow aspect. Train crews should not assume that the entry of the loop command will set the points for the crossing loop and shall control the movement prepared to stop at the facing points unless the point indicator is displaying that the points are correctly set for the movement. Should there be a requirement for the train crew to set the points for the main line after selecting the crossing loop route on the ICAPS control, or it is found that the points are incorrectly set as the movement approaches, the points shall be reset utilising the local control equipment as detailed in clause Operation of Points from ICAPS Controls Operation of movements at the crossing loops are detailed in sections to and shall be complied with. Train crews shall only initiate a command for the crossing loop provided the train authority specifies that the movement is to take the crossing loop at the location. As the movement approaches the location it will enter a strike in point at which the text screen will display the following message: This document is uncontrolled when printed. Version: 5.0 Date of Issue: 1 July 2018 Page 45 of 142

46 Note: Example text only TENT HILL EAST POINT OPERATION AVAILABLE If the movement is not required to select the loop, the driver is not required to take any action and shall proceed in accordance with the instructions on the train authority. As the movement proceeds out of the strike in point the words END OF REQUEST OPPORTUNITY will then be displayed. The location name will alter as the movement proceeds through the location. Should the movement require to enter the crossing loop at the location the train crew shall, where applicable, comply with the procedures as detailed in clauses to 6.9.7, and: Upon observing that the message is displayed, press the Set for Loop button After pressing the button the following message will be displayed: CONFIRM POINT OPERATION Press the Set for loop button again after 3 seconds has expired following the first button press. Observe that the light indicator has restored to red controlling the movement prepared to stop at the facing points, After the 90 second timer has expired, observe that the light indicator is displaying a flashing yellow indicating that the points are set for the crossing loop, Control the movement at a speed that allows the movement to proceed directly into the crossing loop. Where applicable, after the movement proceeds over the points track circuit, upon the movement clearing the points they shall restore to the normal position automatically upon the expiry of a 90 second timer. Should it be observed that the indicator fails to alter from green to red and or to flashing yellow, or the movement proceeds out of the strike in point, the driver shall control the movement so that it comes to a stand at the facing points and the points shall be operated as detailed in clause Trains Crossing at Crossing Locations in Train Order Territory with Light Indicators and ICAPS Operated Self Restoring Points - First Train to take Crossing Loop Upon establishing that the first movement to enter is the movement taking the crossing loop, the train crew of that movement shall: This document is uncontrolled when printed. Version: 5.0 Date of Issue: 1 July 2018 Page 46 of 142

47 Movement Entering Crossing Loop If using ICAPS to enter the command for the crossing loop: Observe that the correct message is displayed on the message screen of the ICAPS control equipment as the movement enters the strike in point, Press the REVERSE FOR LOOP button, Check that the Confirm Point Operation message is displayed and also check the train authority details. Press the REVERSE FOR LOOP again after 3 seconds has expired, Control the movement prepared to stop at the facing points, Observe that the light indicator has altered from green to red where possible, After the expiry of 90 seconds, observe that the light indicator is displaying a flashing yellow indicating that the points are now set for the crossing loop, Control the movement at a speed that allows it to proceed directly onto the crossing loop, Enter the crossing loop and upon ensuring the movement is clear of the main line, Upon coming to a stand prior to the clearance point, confirm that the points ahead are correctly set and report train arrival to the Network Controller Be prepared to obtain a further train authority from the Network Controller, Give an admittance signal to the opposing movement and conduct a roll by Movement Entering Crossing Loop using Local Controls If using the local controls to enter the crossing loop the train crew shall: Bring the movement to a stand at the facing points ensuring that the track circuited area has not been occupied, Open the door of the control cabinet and observe that the light indicator has restored to red, Upon the Points released light becoming illuminated, operate the points to reverse, close and lock the door and observe that the light indicator is displaying a flashing yellow aspect, Give an admittance signal and then re-join the locomotive, Enter the crossing loop and upon ensuring the movement is clear of the main line, This document is uncontrolled when printed. Version: 5.0 Date of Issue: 1 July 2018 Page 47 of 142

48 Upon coming to a stand prior to the clearance point, confirm that the points ahead are correctly set and report train arrival to the Network Controller Be prepared to obtain a further train authority from the Network Controller, Give an admittance signal to the opposing movement and conduct a roll by Movement Entering Main Line The train crew of the opposing movement issued with a Train Authority to enter the main line shall not proceed beyond the yard limit sign until admitted by the driver of the movement on the crossing loop. The train crew of the opposing movement entering the main line shall: Upon receiving admittance from the opposing movement, confirm that the light indicator is displaying either a green or steady yellow aspect indicating that the facing points are correctly set for the main line, Fulfil any other instructions contained on the Train Authority at the location, If not already received, and where applicable, obtain a Train Authority to continue the journey, Report departure to the Network Controller Movement Departing Crossing Loop The Train crew of the movement on the crossing loop shall: Confirm that the opposing movement taking the main line has arrived (and or departed) complete, Fulfil any other instructions contained on the Train Authority at the location, If not already received, and where applicable, obtain a Train Authority to continue the journey, Open the door of the control cabinet and observe that the light indicator has restored to red, Upon the Points released light becoming illuminated, operate the points to reverse and observe that that a yellow dumb bell is displayed on the mechanical point indicator, Close and lock the door, Depart the location in accordance with the train authority, Where possible, following departure observe that the points have restored for the main line and a steady green aspect is displayed by the light indicator, Report departure times to the Network Controller. This document is uncontrolled when printed. Version: 5.0 Date of Issue: 1 July 2018 Page 48 of 142

49 6.9.4 Trains Crossing at Locations on Train Order Territory with Light Indicators and ICAPS Operated Self Restoring Points - First Train to take the Main Line Upon establishing that the first movement to enter is the movement taking the main line, the train crew of that movement shall: Movement Entering Main Line Confirm that the light indicator is displaying either a green or steady yellow aspect indicating that the facing points are correctly set for the main line, Enter the main line and come to a stand prior to the clearance point at the opposite end of the location and report train arrival to the Network Controller, Be prepared to obtain a further train authority from the Network Controller, Proceed to the control cabinet, open the door of the control cabinet and observe that the light indicator has restored to red, Upon the Points released light becoming illuminated, operate the points to reverse, close and lock the door and observe that the light indicator is displaying a flashing yellow aspect, Give an admittance signal to the opposing movement, conduct a roll by as the opposing movement enters the crossing loop and confirm that the train is complete, Observe that the points have restored to normal again after the expiry of a 90 second timer, If not already received, and where applicable, obtain a Train Authority to continue the journey, Report departure to the Network Controller Movement Entering Crossing Loop The train crew of the opposing movement issued with a Train Authority to enter the crossing loop shall not proceed beyond the yard limit sign until admitted by the driver of the movement on the main line. The train crew of the movement entering the crossing loop shall: As the movement is approaching, contact the train crew of the movement entering the main line and seek admittance to the crossing loop, Confirm with the crew of the movement on the main line that the facing points have been set for the crossing loop, This document is uncontrolled when printed. Version: 5.0 Date of Issue: 1 July 2018 Page 49 of 142

50 Observe that the light indicator is displaying a flashing yellow indicating that the points are set for the crossing loop, Control the movement at a speed that allows the movement to proceed directly onto the crossing loop conducting a roll by of the opposing movement and confirm that the movement on the main line is complete, Enter the crossing loop and upon coming to a stand and prior to the clearance point, confirm that the points ahead are correctly set and report train arrival to the Network Controller Fulfil any other instructions contained on the Train Authority at the location, If not already received, and where applicable, obtain a Train Authority to continue the journey, Open the door of the control cabinet and observe that the light indicator has restored to red, Upon the Points released light becoming illuminated, operate the points to reverse and observe that that a yellow dumb bell is displayed on the mechanical point indicator, Close and lock the door, Depart the location in accordance with the train authority, Where permissible, following departure observe that the points have restored for the main line and a steady green or yellow aspect is displayed on the light indicator, Report departure to the Network Controller. This document is uncontrolled when printed. Version: 5.0 Date of Issue: 1 July 2018 Page 50 of 142

51 6.9.5 Trains Passing at Locations on Train Authority Territory with Light Indicators and ICAPS Operated Self Restoring Points - First Train to take the Crossing Loop When a movement is issued a train authority to enter the crossing loop and be passed by a following movement the train crew shall: Movement Entering Crossing Loop using ICAPS Equipment If using ICAPS to enter the command for the crossing loop: Observe that the correct message is displayed on the message screen of the ICAPS control equipment as the movement enters the strike in point, Press the REVERSE FOR LOOP button twice 3 seconds apart, Control the movement prepared to stop at the facing points, Observe that the light indicator has altered from green to red where possible, After the expiry of 90 seconds, observe that the light indicator is displaying a flashing yellow indicating that the points are now set for the crossing loop, Control the movement at a speed that allows it to proceed directly onto the crossing loop, Enter the crossing loop and upon coming to a stand prior to the clearance point, confirm that the points ahead are correctly set and report train arrival to the Network Controller, Confirm that the points ahead are correctly set, Prepare to conduct a roll by of the passing movement Movement Entering Crossing Loop using Local Controls If using the local controls to enter the crossing loop the train crew shall: Bring the movement to a stand at the facing points ensuring that the track circuited area has not been occupied, Open the door of the control cabinet and observe that the light indicator has restored to red, Upon the Points released light becoming illuminated, operate the points to reverse, close and lock the door and observe that the light indicator is displaying a flashing yellow aspect, Give an admittance signal and then re-join the locomotive, This document is uncontrolled when printed. Version: 5.0 Date of Issue: 1 July 2018 Page 51 of 142

52 Enter the crossing loop and upon coming to a stand prior to the clearance point, confirm that the points ahead are correctly set and report train arrival to the Network Controller, Confirm that the points ahead are correctly set, Prepare to conduct a roll by of the passing movement Movement Entering Main Line The train crew of the movement issued with a Train Authority to enter the main line shall not proceed beyond the yard limit board of that location until admitted by the movement standing on the crossing loop. The train crew of the movement entering the main line shall: As the movement is approaching, contact the train crew of the movement standing on the crossing loop and seek admittance to the main line, Upon receiving admittance, confirm that the light indicator is displaying either a green or steady yellow aspect indicating that the facing points are correctly set for the main line, Fulfil any other instructions contained on the Train Authority at the location, If not already received, and where applicable, obtain a Train Authority to continue the journey, Report arrival and or departure (where applicable) to the Network Controller Movement Departing Crossing Loop The Train crew of the movement on the crossing loop shall: Fulfil any other instructions contained on the Train Authority at the location, Obtain a Train Authority to continue the journey, Open the door of the control cabinet and observe that the light indicator has restored to red, Upon the Points released light becoming illuminated, operate the points to reverse and observe that that a yellow dumb bell is displayed on the mechanical point indicator, Close and lock the door, Depart the location in accordance with the train authority, Where permissible, following departure observe that the points have restored for the main line and a steady green aspect is displayed by the light indicator, Report departure to the Network Controller. This document is uncontrolled when printed. Version: 5.0 Date of Issue: 1 July 2018 Page 52 of 142

53 6.9.6 Trains Passing at Locations on Train Authority Territory with Light Indicators and ICAPS Operated Self Restoring Points - First Train to take the Main Line When a movement is issued a train authority to enter the main line and be passed by a following movement the train crew shall: Movement Entering Main Line Confirm that the light indicator is displaying either a green or steady yellow aspect indicating that the facing points are correctly set for the main line, Come to a stand at the facing points at which a member of the train crew shall alight and remain, Enter the main line and come to a stand prior to the clearance point at the opposite end. The driver of the movement shall: Report train arrival to the Network Controller, Open the door of the control cabinet for the trailing points and observe that the light indicator has restored to red, Upon the Points released light becoming illuminated, operate the points to reverse and observe that that a yellow dumb bell is displayed on the mechanical point indicator and the light indicator is displaying a flashing yellow aspect. Upon the movement clearing the facing points the crew member at the facing points shall: Open the door of the control cabinet and observe that the light indicator has restored to red, Upon the Points released light becoming illuminated, operate the points to reverse, close and lock the door and observe that the light indicator is displaying a flashing yellow aspect, Wait for the arrival of the passing movement, give an admittance signal and join the locomotive of the passing movement riding it to the locomotive of the movement standing on the main line, Conduct a roll by of the passing movement. This document is uncontrolled when printed. Version: 5.0 Date of Issue: 1 July 2018 Page 53 of 142

54 Movement Entering Crossing Loop The train crew of the movement issued with a Train Authority to enter the crossing loop shall not proceed beyond the yard limit board of that location until admitted by train crew member of the movement standing on the main line. The train crew of the movement entering the crossing loop shall: As the movement is approaching, contact the train crew member standing at the facing points and seek admittance to the crossing loop, Confirm with the crew member that the facing points have been set for the crossing loop, Observe that the light indicator is displaying a flashing yellow indicating that the points are set for the crossing loop, Bring the movement to a stand at the facing points and allow the crew member to board the locomotive and travel to the opposite end of the crossing loop to re-join the movement on the main line, Enter the crossing loop and come to a stand prior to the clearance point at the opposite end of the crossing loop allowing the train crew member to alight, Report train arrival to the Network Controller, Fulfil any other instructions contained on the Train Authority at the location, If not already received, and where applicable, obtain a Train Authority to continue the journey, Confirm that that a yellow dumb bell is displayed on the mechanical point indicator indicating that the trailing points are set to reverse, Close and lock the door, Depart the location in accordance with the train authority, Report departure to the Network Controller Movement Departing Main Line The Train crew of the movement on the main line shall: Fulfil any other instructions contained on the Train Authority at the location, Obtain a Train Authority to continue the journey, Observe that that a green arrow is displayed on the mechanical point indicator indicating that the points are normal, Depart the location in accordance with the train authority, This document is uncontrolled when printed. Version: 5.0 Date of Issue: 1 July 2018 Page 54 of 142

55 Where possible, following departure, observe that the points are set for the main line and a steady green aspect is displayed by the light indicator, Report arrival and departure times to the Network Controller Movements Shunting at Locations Equipped with Self Restoring Points When a movement requires to shunt at a location equipped with self-restoring points and requires to foul the points, the train crew shall place the point machine in the hand mode and operate the points by hand during the shunting operations. Immediately the shunting has been completed the points are to be reset and place into motor mode Operation of Track Machines Operating Over Self Restoring Points When track machines are passing through or entering a location equipped with self-restoring points, the qualified safeworker shall first place the point machine in the hand mode and set the points for the movement. Immediately the track machines have cleared the points they shall then be restored to the motor mode Maintenance on Point Machines When maintenance is required to be undertaken on point machines at selfrestoring locations, the signal fitter shall first advise the train control of the impending works and request permission to place the points into hand mode. Immediately the works have been undertaken the points may then be placed back into the motor mode. Testing of the ICAPS equipment shall not be undertaken by the signal maintainer unless it has first been established that no movements will be affected by such testing and permission has been obtained from the Network Controller Trains Crossing or Passing at Locations on Train Order Territory with Manual Points Trains Crossing at Locations - First Train to take Crossing Loop a. When the Train Crew have established that the train to take the crossing loop will enter the location yard first, or when the Train Crews involved are not able to communicate, the Train Crew of the train to take the crossing loop shall: i. stop the train before the facing points reverse the facing points i give an admittance signal and remain at the points This document is uncontrolled when printed. Version: 5.0 Date of Issue: 1 July 2018 Page 55 of 142

56 iv. enter the crossing loop and stop before the clearance point at the far end of the location v. reset the points after the train is clear on the crossing loop and confirm that the points ahead are correctly set for the main line vi. report train arrival to the Network Controller v give an admittance signal to the Train Crew of the train to take the main line. b. c. The Train Crew of the train to enter the main line shall: i. not pass the yard limit sign until admitted by the Train Crew of the opposing train enter the main line upon receipt of an admittance signal i confirm that the train on the crossing loop is complete iv. fulfil any other instructions contained in their Train Authority for that location v. obtain a Train Authority if necessary vi. proceed in accordance with their Train Authority. The Train Crew of the train on the crossing loop shall: i. confirm that the train traversing the main line is complete fulfil any other instructions contained in their Train Authority for that location i obtain a Train Authority if necessary iv. set the points for departure v. move forward and stop clear of the points vi. reset the points for the main line v when the Train Crew has re-joined the engine, proceed in accordance with their Train Authority. NOTE At locations equipped with goods sidings only, derail devices shall be attended to before and after the cross. This document is uncontrolled when printed. Version: 5.0 Date of Issue: 1 July 2018 Page 56 of 142

57 Trains Crossing at Locations - First Train is to take the Main Line a. b. c. When the Train Crews of both trains have reached the understanding that the train to take the main line will enter the location yard first, the Train Crew of the train to take the main line shall: i. enter the main line and stop at the clearance point at the far end of the location reverse the points i report train arrival to the Network Controller iv. give an admittance signal to the Train Crew of the train to take the crossing loop. The Train Crew of the train to enter the crossing loop shall: i. not pass the yard limit sign until admitted by the Train Crew of the opposing train enter the crossing loop and stop before the clearance point at the far end of the location yard i confirm that the train on the main line is complete iv. fulfil any other instructions contained in their Train Authority for that location v. obtain a Train Authority if necessary vi. set the points for departure v move forward and stop clear of the points vi reset the points for the main line ix. when the Train Crew has re-joined the engine, proceed in accordance with their Train Authority. The Train Crew of the train on the main line shall: i. confirm that the train entering the crossing loop is complete fulfil any other instructions contained in their Train Authority for that location i obtain a Train Authority if necessary iv. set the points for departure v. when the Train Crew has re-joined the engine vi. proceed in accordance with their Train Authority. This document is uncontrolled when printed. Version: 5.0 Date of Issue: 1 July 2018 Page 57 of 142

58 NOTE At locations equipped with goods sidings only, derail devices shall be attended to before and after the cross Trains Passing at Locations First Train to take Crossing Loop a. b. c. When the train to be passed is to take the crossing loop the Train Crew shall: i. stop the train before the facing points reverse the facing points i give an admittance signal and remain at the points iv. enter the crossing loop and stop before the clearance point at the far end of the location v. report train arrival to the Network Controller vi. reset the points after the train is clear on the crossing loop and confirm that the points ahead are correctly set for the main line. The Train Crew of the train to enter the main line shall: i. not pass the yard limit sign until admitted by the Train Crew of the preceding train enter the main line i fulfil any other instructions contained in their Train Authority for that location iv. obtain a Train Authority if necessary v. proceed in accordance with their Train Authority. The Train Crew of the train on the crossing loop shall: i. confirm that the train traversing the main line is complete, fulfil any other instructions contained in their Train Authority for that location i report to the Network Controller iv. obtain a Train Authority if necessary v. set the points for departure vi. move forward and stop clear of the points v reset the points for the main line This document is uncontrolled when printed. Version: 5.0 Date of Issue: 1 July 2018 Page 58 of 142

59 vi when the Train Crew has re-joined the engine, proceed in accordance with their Train Authority Trains Passing at Locations - First Train to take Main Line a. b. c. When the train to be passed is to take the main line the Train Crew shall: i. stop near the facing points where one of the Train Crew shall remain enter the main line and stop at the clearance point at the far end of the location i reverse the points for the arrival and departure of the train to traverse the crossing loop iv. report train arrival to the Network Controller v. give an admittance signal to the train to take the crossing loop upon its arrival. The Train Crew of the train to enter the crossing loop shall: i. enter the crossing loop upon receipt of an admittance signal report train arrival to the Network Controller i obtain a Train Authority if necessary iv. proceed in accordance with their Train Authority. The Train Crew of the train on the main line shall: i. confirm that the train traversing the crossing loop is complete fulfil any other instructions contained in their Train Authority for that location i report to the Network Controller iv. obtain a Train Authority if necessary v. restore the points for the main line at both ends of the location yard vi. when the Train Crew has re-joined the engine, proceed in accordance with their Train Authority Reserved This document is uncontrolled when printed. Version: 5.0 Date of Issue: 1 July 2018 Page 59 of 142

60 7 Crossing Locations Typical General Layout No reference CoP 7.1 CTC Location (Goods Sidings and or Dead Ends may Exist at some Locations) Derail Goods Loop Derail Crossing Loop Point Machine Main Line Point Machine 7.2 CTC Location with Outer Absolute Signals Derail Goods Loop Derail Crossing Loop Point Machine Main Line Point Machine 7.3 CTC Location with Outer Absolute Starting Signals where Intermediate Signals are installed Derail Goods Loop Derail Crossing Loop Point Machine Main Line Point Machine This document is uncontrolled when printed. Version: 5.0 Date of Issue: 1 July 2018 Page 60 of 142

61 7.4 ABS Location with Self Restoring Points (Crystal Brook to Broken Hill - Except Yongala And Kanandah which have Manual Points) Note: Kanandah has Absolute Signal at Entry to Location Yard in Lieu of a Permissive Signal Derail Goods Loop Derail Crossing Loop Point Machine Self Restoring Main Line Point Machine Self Restoring 7.5 Typical Train Order Location with Light Indicators and Self Restoring Points Location Ahead Sign Yard Limit Light Target Enhancer Derail Goods Loop Crossing Loop Derail Targets Targets Main Line Point Machine Self Restoring Point Machine Self Restoring Light Target Enhancer Yard Limit Location Ahead Sign 8 9 Reporting Train Clear of Section at Attended Locations CoP reference Rule 3.13 Reporting a train clear of section at attended locations shall be given on train arrival. The Qualified Worker in charge of the attended location shall give the report to the Network Controller when the train has arrived complete within location yard limits. Reporting Train Departure from Attended or Unattended Locations CoP reference Rule 3.13 Reporting train departure from an attended or unattended location (when the train has stopped for any reason) shall be given as the time the train enters the section. For an unattended location the time given shall not be used for the purpose of line clear. This document is uncontrolled when printed. Version: 5.0 Date of Issue: 1 July 2018 Page 61 of 142

62 10 Reporting Train Progress, Delay Reasons, Changes to Train Consist CoP reference Rule 3.13 a. b. c. d. Reporting train progress to the Network Controller shall include the following information: i. time through each location where the train has not stopped (other than CTC territory) time arriving and departing each location where the train has stopped except CTC territory) i the reason for delay if section run times or dwell times have exceeded the scheduled allowance, e.g. crossing, passing, shunting, or unscheduled delays, e.g. cutting out brakes, engine failure (all territories) iv. new train identification details where they have changed v. new train length and tonnage when it has changed. Train progress shall be given when: i. indicated on a Train Authority at an unattended location immediately in advance of a location indicated on a Train Authority where a crossing is to take place. i. The Train Crew shall report train clear of section but in addition the Train Crew shall state the line that their train is to take and train ID of the train to be crossed at the location in advance. The Network Controller shall verify that the details are correct. i If for any reason the Train Crew is unable to contact the Network Controller the Train Crew shall read and confirm their understanding of the current Train Authority and approach the crossing location in accordance with crossing procedures. iv. the Train Crew changes v. the train consist changes vi. time lost exceeds 15 minutes (calculated by comparing actual and stipulated section run times). Train progress for locations shall be considered as line clearance reports (Train Order Territory). Where trains are required to shunt at a location including intermediate sidings the Driver shall inform the Network Controller of the requirement prior to or as soon as practical after network entry. This document is uncontrolled when printed. Version: 5.0 Date of Issue: 1 July 2018 Page 62 of 142

63 11 Reporting Train Clear of Section at Block Posts CoP reference Rule When it is necessary to report a train clear of section at Block Post, the report shall be done as follows: a. When the report is to be given without stopping the train, the train authority text will include e.g. Report through KOONALDA. The Train Crew shall report as soon as possible after the lead engine of the train has passed the location sign at the departure end of that location and the train is complete. b. When the train authority terminates at the Block Post and it is necessary for the movement to stop to obtain a further train authority the movement shall be brought to a stand with the lead unit at the Block Post Sign. This document is uncontrolled when printed. Version: 5.0 Date of Issue: 1 July 2018 Page 63 of 142

64 12 Point Indicators No reference Cop Point indicators are displayed by reflectorised targets as follows: 12.1 Green Arrow Indicates the main line points are set for the main line. The arrow points up and away from the line Yellow Dumb Bell Indicates the main line points are set for the crossing loop Red Dumb Bell Indicates the main line points are set for the goods loop or dead end Yellow Circle Indicates the crossing loop points are set for the crossing loop or yard points are set for the straight ahead White Square Indicates the crossing loop points are set for the goods loop or yard points are set for the diverging lead Trailable Points Stand Movements may be made Indicating facing and trailing movements may be made without stopping. Movements may not be made Indicating points are reversed or not set normally. Train shall be brought to a stand and points operated to the required position before proceeding. This document is uncontrolled when printed. Version: 5.0 Date of Issue: 1 July 2018 Page 64 of 142

65 13 Derail and Catchpoint Indications No reference CoP Derail indications are displayed by reflectorised targets as follows Blue Diamond Indicates the derail is in the on-rail position or catch points are open White Square Indicates the derail is in the off-rail position or the catch points are closed Attend to Derail Signs These signs are attached to derail operating apparatus where manual operation is necessary and consists of a red background with white lettering. This document is uncontrolled when printed. Version: 5.0 Date of Issue: 1 July 2018 Page 65 of 142

66 14 Light Indicators No reference CoP Light indicators are provided at certain locations as an enhancement to the standard day/night reflectorised target indicators. At some of these locations, due to the nature of the track and terrain, repeaters are installed to give advance warning of the indications displayed at the facing points. The repeater will replicate the indication displayed at the facing points. Light indications and their meaning are as follows: 14.1 Green Light Indicator Meaning - facing and trailing main line points correctly set and locked for the main line Yellow Light Indicator Meaning - facing points correctly set and locked for the main line, trailing points not set and locked for the main line. TAR line only Flashing Yellow Light Indicator Meaning - facing points correctly set and locked for the crossing loop. TAR line only Reserved 14.5 Red Light Indicator Meaning - facing points are not set and locked or out of adjustment. Trailing points may also be not set and locked or out of adjustment Repeater Indication At a number of locations on the TAR, where the sighting distance from the location sign to the facing points is blocked by features of the terrain, a repeater indication has been placed at a location such that the Driver of a movement approaching the location shall be able to identify the indication at least 2500 metres from the points. A number of these indicators are LED type. The indicators are identified with a plate marked R and repeat the indication displayed on the indicator at the facing points. This document is uncontrolled when printed. Version: 5.0 Date of Issue: 1 July 2018 Page 66 of 142

67 15 Light Indicator or Associated Points Failure No reference CoP a. b. c. d. e. When a movement arrives at a location equipped with light indicators and there is a red or no light indication the Train Crew shall: i. stop the movement before the facing points examine the facing points to check for obstructions such as stray ballast, for example i place the points into hand mode operation iv. operate the points by hand v. return to motor mode operation. If it is established that the points are correctly set and locked, the correct light indication is displayed. The Train Crew shall: i. advise the Network Controller proceed in accordance with their authority. If it is established that the points are correctly set and locked, but the correct light indication is not displayed, the Train Crew shall: i. advise the Network Controller admit the train to the main line or crossing loop i proceed in accordance with their authority. If it is established that the points cannot be correctly set and locked the Train Crew shall: i. place the points into hand mode operation use the points clamp available on the points stand to clamp the points for the main line or crossing loop as advised by the Network Controller i observe that the point indicator displays the correct indication iv. admit the train to the main line or crossing loop v. proceed in accordance with their authority. When a failure has occurred the Network Controller shall endorse train authorities for each subsequent train through the location where the failure has occurred. The advice shall include the speed restriction that applies and reason for the failure. Where a train authority has previously been issued this information must be provided on a Condition Affecting the Network (CAN) form or cancel the current Train Authority and issue a new Train Authority with the additional supporting information. This document is uncontrolled when printed. Version: 5.0 Date of Issue: 1 July 2018 Page 67 of 142

68 f. The temporary speed restriction that shall be applied is as follows: i. 70 km/h where the light indicator has failed and the points have been clamped, in which case there will be no light indication displayed. The Train Crew shall observe that the points stand indication at the location displays the correct indication. where the points have not been clamped a speed restriction of 20 km/h will apply. The Train Crew shall observe that the points stand indication at the location displays the correct indication. TSR 70 km/h over west end points at BARTON point indicator defect points clamped Example of advice to be included in Train Authority Text - Where the Light Indicator has failed and the points have been clamped. TSR 70 km/h over west end points at BARTON account points clamped Example of advice to be included in Train Authority Text - Where points have been clamped and Light Indicator displays the correct indication. TSR 20 km/h over west end points at BARTON account points failure Example of advice to be included in Train Authority Text - Where points have not been clamped and the Light Indicator does not display the correct indication. This document is uncontrolled when printed. Version: 5.0 Date of Issue: 1 July 2018 Page 68 of 142

69 16 Points No reference CoP 16.1 Security of Running Lines a. b. Points at main line/crossing loop turnouts shall be kept set and locked for the main line. Points leading from yards to the running lines shall be set and locked for through movements to protect the running line (except when in actual use for a train or shunting movement). Point stands and point levers attached to points on running lines and those attached to points in sidings leading to running lines shall be secured with approved locks Securing Points Type of Mechanism Method of Security Special Instructions Point stand Electric point motor and Electric points locks Hand throw lever Cheese knob points Spring lever points Trailable points stand Operating handle locked in Position by an S type padlock. Operating lever or crank handle locked by an S type padlock Point reversing lever is locked in either position by an S type padlock The weighted lever shall be locked in position by an S type padlock Because of their designed purpose, these levers are not locked Operating handle locked in position by an S type padlock When used in conjunction with worker protection, a security padlock shall be used Electrical component is locked by an S & C padlock Initial movement through these points maximum of 10 km/h Initial movement through the points maximum of 10 km/h This document is uncontrolled when printed. Version: 5.0 Date of Issue: 1 July 2018 Page 69 of 142

70 16.3 Motor Operated Points - Manual Operation a. Where the machine is operated by crank handle: i. remove the crank handle from the enclosure located near the point machine using key attached to the crank handle unlock the crank cover located on the top or end of the machine i with some machines push the motor cut out contact to one side iv. on other machines inserting the crank handle will automatically operate the motor cut out contact v. turn the crank handle in the direction necessary to set the points in the position required until the points blade is fully closed and locked, and until the crank will not turn any further in that direction vi. after the movement has been completed and the points reset to the normal position, remove the crank handle, if necessary push the motor cut out contact back into place and lock the crank handle entrance cover v return the crank handle to the enclosure. NOTE When a crank handle is removed from the enclosure signalling will remain at stop. b. Where the machine is operated by throw lever - from normal to reverse: i. unlock the padlock which releases the selector and throw lever place a foot on the latch stand pedal or latch back by hand (dependant on Point Machine type) i rotate the selector lever from the motor position to the hand position until engaged in the opposite latch stand iv. the points are reversed by rotating the hand throw lever from the normal to reverse position and engaging it in the opposite latch stand. Where the machine is operated by throw lever - from reverse to normal: v. release the selector and hand throw levers for operation by placing a foot on the latch stand pedal vi. rotate the hand throw lever to the normal position and engage in the opposite latch stand This document is uncontrolled when printed. Version: 5.0 Date of Issue: 1 July 2018 Page 70 of 142

71 v rotate the selector lever from the hand position to motor position and engage in the latch stand on the other side vi replace the padlocks on the latch stands locking the selector and hand throw levers ensuring the selector lever displays the motor name plate and the hand throw lever displays the N name plate. c. When a failure of the points machine occurs with the points set in the reverse position, to operate the machine to the normal position: i. release the selector and throw levers by removing the padlocks from the two latch stands, and placing a foot on the latch stand pedal rotate the selector lever from the motor to the hand position and engage in the opposite latch stand i rotate the hand throw lever from the normal to the reverse position until a sharp click is heard which indicates that the operating crank is engaged iv. the points are then moved by rotating the hand throw lever back to the normal position and engaging in the latch stand v. rotate the selector lever from the hand to the motor position and engage in the opposite latch stand vi. replace the padlocks on the latch stand ensuring that the selector lever displays the motor name and the hand throw lever displays the N name plate. NOTE On the ARTC Network M indicates Motor H indicates Hand method of operation. This document is uncontrolled when printed. Version: 5.0 Date of Issue: 1 July 2018 Page 71 of 142

72 16.4 Points Locks CTC Territory No reference CoP Point locks are provided at various locations on CTC Territory for the purpose of ensuring points leading from either the main line or crossing loop to a goods siding are secured and locked for the running line when not in use for shunting and that they cannot be operated in the face of a train movement. To enable access to the siding the movement must be brought to a stand immediately in front of the point lock in a facing direction and the release sought from Train Control or operated locally dependent upon the location and type of point lock in use. When shunting has been completed mechanical point locks must be returned to normal and secured with the padlock provided. The Qualified Worker operating the point lock must check with the Network Controller to ensure that the point detection in Train Control is correctly displayed Advice Re Setting of Points and Derail Devices When points (other than main line crossing loop points) and/or derail devices are operated at a location on the ARTC network where the setting of the points or derail device is not detected on a screen in the Train Control room the Rail Safety Worker operating the points shall advise the Network Controller prior to ceasing duty at that location (where the movement is to stable) or prior to departure from the location (where the movement is to proceed beyond the location) the name of the person operating the points and/or derails and the setting of any points or derails so operated. This information shall be endorsed on the Train Control graph e.g. Driver Smith advised points to triangle reset for normal. This document is uncontrolled when printed. Version: 5.0 Date of Issue: 1 July 2018 Page 72 of 142

73 17 Communications No reference CoP 17.1 Voice Communications with Train Control a. b. Where radio is the primary voice communication with the Network Controller, Train Crews operating trains shall: i. leave the radio on at all times monitor the primary voice communications radio channel i seek permission from the Network Controller if for any reason the need arises to change channels iv. if permission is granted to change channels, advise the Network Controller when the primary radio channel has been restored. Where other than radio is the primary voice communications with the Network Controller, Train Crews operating trains shall: i. leave the telephone on at all times be prepared to receive incoming calls from the Network Controller as required. This document is uncontrolled when printed. Version: 5.0 Date of Issue: 1 July 2018 Page 73 of 142

74 Primary voice communications arrangement with the Network Controller are as follows: Communications ARTC Lines Voice Communications with Train Control - Primary Arrangements Albury - Somerton Victoria Ch 6 Melbourne Metro Area Victoria Ch 11 Newport - Pyrenees Victoria Ch 2 Maroona - Portland Victoria Ch 6 Pyrenees - Wolseley Victoria Ch 6 Wolseley - Tailem Bend Mobile Phone Tailem Bend - Adelaide UHF Ch 5 Adelaide Metro Area UHF Ch 4 Adelaide - Port Augusta UHF Ch 2 Crystal Brook - Broken Hill UHF Ch 4 Port Augusta - Whyalla VHF Ch 5 Port Augusta - Tarcoola UHF Ch 5 Tarcoola - Cook UHF Ch2 Cook - Kalgoorlie UHF Ch 5 Communications ARTC Lines Voice Communications Train to Train All Victorian Lines Victoria Ch 1 Wolseley - Belair Adelaide Metro Area Dry Creek Port Augusta Port Augusta - Thomiar Frequency Details: MHz (UHF), Thomiar - Kalgoorlie Port Augusta - Whyalla This document is uncontrolled when printed. Version: 5.0 Date of Issue: 1 July 2018 Page 74 of 142

75 Communications ARTC Lines (Cont) Voice Communications with Train Control - Emergency Arrangements All Victorian lines Wolseley - Adelaide Adelaide - Port Augusta Coonamia - Broken Hill Port Augusta - Whyalla Port Augusta - Parkeston Mobile or Satellite Phone Mobile or Satellite Phone Mobile or Satellite Phone Public, Mobile or Satellite Phone Mobile or Satellite Phone Applicable Maintenance Channel - Satellite Phone Communications ARTC Lines Maintenance Channels Port Augusta - Tarcoola UHF Ch 3 Tarcoola - Cook UHF Ch 3 Cook - Rawlinna UHF Ch 3 The following instruction was published by Standing Train Notice No issued on 19/06/ National Train Communication System (NTCS) Alteration to Communication Device Status for all Network Operation communications. The National Train Communications System (NTCS) ICE units have become the primary communications device on the ARTC Network. The NTCS transition is scheduled to be completed by June 2013, after this time it will be mandatory for all locomotives to have an ICE unit installed to operate on the ARTC Network. All Network Control communication to locomotives will be via the Voice Communications System (VCS) Train Radio Interface. Rail Operators will operate their locomotives with an ICE unit as the primary communications device on all ARTC controlled rail lines in Western Australia, South Australia, Victoria, in-lieu of the NUTR radio (Vic), UHF (SA & WA) and ASW systems. The ICE equipped locomotives will communicate to Network Control Centres via the VCS Train Radio interface. This document is uncontrolled when printed. Version: 5.0 Date of Issue: 1 July 2018 Page 75 of 142

76 ICE equipped Locomotives operating between Junee and Melbourne will no longer be required to "log on" onto the NTUR system, and all communications with the ICE equipped Locomotive will be performed via the Train Control VCS terminal. NOTE This Standing Notice supersedes the current Network Control procedure requesting the (ICE equipped) Locomotive to "log off" the CountryNet System and log on to the Victorian (NUTR) radio. The following scenarios many exist during the NTCS ICE unit transition for communication with locomotives utilising either the ICE or Legacy communication systems: ICE Unit Operation For any ICE equipped locomotive traversing on the ARTC Victorian Network to / from the ARTC NSW Network, the locomotive to Network Controller communications will be via the VCS Train Radio Screen (also known as the CountryNet screen). Operation of this interface with an ICE locomotive is comparable to communicating with a CountryNet equipped locomotive. An ICE locomotive is identified via an "i" in the train icon on the VCS Train radio screen Legacy (CountryNet and NUTR) Train Operation Any locomotive traversing the ARTC Victorian network to / from the ARTC NSW network using legacy communications (CountryNet for NSW and NUTR for Victoria) will use the current interfaces as used for each of the systems, i.e. VCS Train Radio Interface for CountryNet and the Flexicom for the Victorian NUTR radio. NOTE The voice for the NUTR system is provided via an icon on the VCS main screen). This document is uncontrolled when printed. Version: 5.0 Date of Issue: 1 July 2018 Page 76 of 142

77 Emergency Call Operation (Also referred to as Fleet Call on the NUTR) in the ARTC Victorian Network ICE Train making Emergency Call If an ICE equipped locomotive makes an emergency call in the ARTC Victorian Network the Network Controller is required to also add in the NUTR via establishing a fleet call and ensuring the Victorian NUTR radio is also selected on the VCS. The foot switch must be used when communicating to the Locomotive. NUTR Train making Emergency Call If a NUTR locomotive makes an emergency call on the ARTC Victorian network the Network Controller is required to also conduct a Broadcast Call via the VCS Train Radio Screen. The foot switch must be used when communicating to the Locomotive Emergency Call Operation in the ARTC SA / WA Network ICE Train making Emergency Call If an ICE equipped locomotive makes an emergency call in the ARTC SA/WA Network the VCS terminal will automatically include the selected UHF radio channel in the emergency call. The foot switch must be used when communicating to the Locomotive. Legacy SA/WA UHF radio Making Emergency Call If a legacy UHF radio (SA/WA) locomotive makes an emergency call in the ARTC SA/WA network the Network Controller is required to also conduct a Broadcast Call via the VCS Train Radio Screen to include the ICE locomotive in the emergency call. The foot switch must be used when communicating to the Locomotive. In summary if a locomotive is using the NTCS ICE unit throughout the ARTC network it will be presented via the VCS Train Radio screen, if a locomotive is using a legacy NUTR communications system throughout the ARTC Network the current interface for those systems remain in the Locomotive. NOTE A separate Standing Notice will be issued prior to any Legacy Train Control communication systems being decommissioned. This document is uncontrolled when printed. Version: 5.0 Date of Issue: 1 July 2018 Page 77 of 142

78 The following instruction was published by Standing Train Notice No issued on 28/11/ Spencer Jct to Crystal Brook, Spencer Jct to Kalgoorlie An ICE configuration change for the MILE END TCC is scheduled for Wednesday 5th December 2012, to create open conference sections between Crystal Brook and Kalgoorlie. The configuration change will allow ICE equipped locomotives with V3.22 software, operating between KALGOORLIE to SPENCER JUNCTION, and SPENCER JUNCTION to CRYSTAL BROOK to be included in the 150 km conference bridge with the ability to participate in the conversation via the fist mike /PPT. Please note, the two zones are separate and ICE equipped locomotives will only be conferenced in the zone they are physically in. This configuration change will not affect ICE equipped locomotives using software V3.1 or below, or locomotives operating with legacy equipment. The two new conference "zones" are: West Kalgoorlie to Spencer Junction (Pt. Augusta) Track Segments: Kalgoorlie to Rawlinna Rawlinna to Forrest Forrest to Cook Cook to Tarcoola Tarcoola to Spencer Jct. Spencer Junction - Crystal Brook Track Segments: Spencer Jct - Coonamia Coonamia to Crystal brook. This document is uncontrolled when printed. Version: 5.0 Date of Issue: 1 July 2018 Page 78 of 142

79 The following instruction was published by Standing Train Notice No. 162 issued on 25/01/ ICE Radio Units in Trailing Locomotives Applies to the following Routes: Melbourne Metro to Adelaide Adelaide to Spencer Junction Broken Hill to Crystal Brook Spencer Junction to Whyalla Spencer Junction to Kalgoorlie. Train Crews operating on the EAST-WEST RAIL CORRIDOR are to ensure that ICE units in all trailing locomotives are turned off when not in use. 18 Rollingstock, including Track Vehicles or Machines, Stabling at an Unattended Location No reference CoP a. b. c. d. e. On other than CTC territory where stabling on the main line has been authorised, the Qualified Worker shall set the points at both ends of the location for the crossing loop and advise the Network Controller accordingly, to allow the passage of subsequent movements. On Train Order and ABS territory, once stabling has occurred, the Network Controller shall issue a Train Authority to the Train Crew of each subsequent train proceeding through that location. The Train Authority shall contain advice of the line occupied. No crossing or passing information needs to be included where the rolling stock has been stabled. On CTC territory the Network Controller shall set and block the points. Once the rolling stock has been stabled the Network Controller shall verbally advise the Train Crew of each subsequent train through that location. Before stabled rolling stock is brought into traffic by a Train Crew, the Train Crew shall report to the Network Controller to receive any authorities or instructions that may apply. On Train Order and ABS territory, the Network Controller shall issue train authorities for crosses or passes to take place for the location where the rolling stock is to be brought into traffic. Stabling on running lines shall only be authorised in emergency situations where there are no alternative facilities for holding the rolling stock to be stabled. This document is uncontrolled when printed. Version: 5.0 Date of Issue: 1 July 2018 Page 79 of 142

80 Note 6PA5 is stabled on the crossing loop at BARTON Example of advice to be included in Train Authority Text - Where a train is stabled on Running Lines. Note vehicles are stabled on the crossing loop at BARTON Example of advice to be included in Train Authority Text - Where vehicles are stabled on Running Lines. Note Track Machine is stabled on the crossing loop at BARTON Example of advice to be included in Train Authority Text - Where a track machine is stabled on Running Lines. This document is uncontrolled when printed. Version: 5.0 Date of Issue: 1 July 2018 Page 80 of 142

81 19 Maximum Train Speed for Particular Locations and Circumstances No reference CoP a. b. c. d. e. In the straight direction over main line facing or trailing points governed by fixed signals the speed will be in accordance with the indication displayed by the fixed signal. At the location sign in advance of a location equipped with light indications and/or with points indications. Signal indication The train shall reduce speed, and be prepared to stop before the facing points. The maximum speed may be maintained or resumed when the Train Crew has confirmed that the correct indication is displayed. In the straight direction over main line facing and trailing points fitted with points stand indicators and light indicator, when the point stand indication displays the proper indication that the points are correctly set and locked and a green light indication is displayed. In the straight direction over main line facing points only fitted with a points stand indicator, when the indicator displays the proper indication that the points are fully and correctly set while the engines are traversing the points after which the train may accelerate to normal speed. In the straight direction over main line trailing points only fitted with points stand indicator, when the indicator displays the proper indication that the points are fully and correctly set. 110 Km/H 70 Km/H 100 Km/H f. To or from a diverging line over any points on the Trans Australia Railway. 35 Km/H g. h. Over any points where a medium speed signal is displayed unless specified for the 35 Km/H locality. The medium speed signal, when displaying a caution or clear indication, must not 35 Km/H be passed at a speed exceeding 35 km/h unless specified for this locality. i. When pushing vehicles. 25 Km/H j. While picking up an authorisation or Train Authority. 15 Km/H k. l. While traversing a triangle or balloon loop, except at places where some other speed is specifically prescribed. The initial speed of trailing movements over trailable points not set for the direction of travel. 15 Km/H 10 Km/H m.over any points where a Clear Low Speed shunting signal or Low Speed shunting signal indication is displayed unless a higher departure speed is indicated. n. 25Km/H Low speed is a speed which will enable a train movement to be stopped within half 25Km/H the distance that the line is seen to be clear ahead, but which does not exceed. o. Medium speed is a speed that does not exceed 35Km/H p. Normal Speed - A speed that does not exceed the speed limit currently in force for the locality and class of train. Note: Unless an alternative speed is specified for the locality. This document is uncontrolled when printed. Version: 5.0 Date of Issue: 1 July 2018 Page 81 of 142

82 20 Level Crossing Procedures No reference CoP 20.1 Warning Device Operation Level crossing warning devices shall not be operated unnecessarily. The warning time to be given for shunting purposes by the operation of push buttons or switches, shall be at least 30 seconds. Approaching traffic shall be observed to stop before the shunt movement proceeds Work on Warning Devices When work is performed which affects the operation of level crossing warning equipment, the level crossing shall be protected by a crossing keeper Passage of Loads of Exceptional Mass or Dimension When notice is received that a road vehicle conveying a load of exceptional mass, dimension or conveying toxic loads is to cross a railway line, the line shall be protected during the vehicle s passage Testing of Level Crossing Warning Devices Level crossing warning devices shall be tested on a twice weekly basis. Where practicable the testing shall be spaced evenly over the week. The Qualified Worker making the inspection shall ensure the crossing is functioning as intended. When a power indicator is provided it shall be observed and noted in the inspection book. If the lamp is out it shall be reported to the Network Controller Dynamic Testing of Rollingstock over Level Crossings When the normal track speed is to be exceeded as part of dynamic testing of rolling stock over level crossings, each level crossing shall be protected by a crossing keeper. This document is uncontrolled when printed. Version: 5.0 Date of Issue: 1 July 2018 Page 82 of 142

83 21 Crossing Keepers No reference CoP a. b. When a crossing keeper is required: i. Train Control is to be advised that a crossing keeper is in attendance the appropriate number of crossing keepers shall be utilised to adequately protect the traffic volume and width of the roadway concerned i the crossing keeper is provided with a stop warning disc by day and a red light at night, a reliable means of communicating with Train Control and a watch. The crossing keeper shall: i. be qualified to carry out the duties report to Train Control on arrival and at other times as required i when road traffic has been stopped to allow the passage of a train, not allow any person, vehicle or livestock to cross the line until the train has passed iv. before removing the stop signal to allow road traffic to resume the crossing keeper shall be satisfied no other train is approaching v. not leave the crossing except in case of emergency and then only after ascertaining that no train will pass during the absence vi. operate active level crossing devices where provided v at least one minute before a train arrives and during the passage of the train stand in the centre of the roadway displaying a stop signal. The stop disc shall be held upright with the indication showing squarely to approaching traffic vi not permit heavy or slow moving traffic or livestock to cross the line unless satisfied there is sufficient time for them to do so safely. This document is uncontrolled when printed. Version: 5.0 Date of Issue: 1 July 2018 Page 83 of 142

84 22 Operation of Locations as an Attended Location No reference CoP 22.1 General a. b. Some locations may operate as attended locations. The attending of these locations is as determined by ARTC and as advised by Train Notice when the safe working system governing the running lines occupancies cannot be effected from the Train Control centre. Examples of train operations not permissible on the running lines unless the location is attended are as follows: i. regular loading and unloading of trains engine or rolling stock maintenance or service activities are undertaken i Train Crewing arrangements require that trains are left standing without being attended by the Train Crew except as detailed in 22.2 iv. trains need to be regularly shunted by more than one train operator simultaneously. NOTE Any of the above examples may also include engine changes, Train Crew change and fuelling except where main line fuelling is available. c. d. Safeworking and train prioritisation at attended locations shall be undertaken as follows: i. the Qualified Worker in charge of the attended location shall govern all Safeworking for train and track worker movement, occupancies and work within the limits of the attended location yard trains shall be managed by the Qualified Worker in charge of the attended location who shall arrange work movements and occupancies in consultation with the Network Controller and in accordance with the General Principles for Train Management. Whilst the location is attended the attending authority shall carry out the functions normally carried out by the Train Crew at an unattended location except that crews shall be responsible for obtaining their authorities from the Network Controller but shall not depart the location unless authorised by the attending authority. This document is uncontrolled when printed. Version: 5.0 Date of Issue: 1 July 2018 Page 84 of 142

85 22.2 Opening an Unattended Location for Attendance a. b. c. Before an unattended location is attended the Qualified Worker to attend the location shall: i. report to the Network Controller and reach an understanding on train arrival times check the location yard to ensure running lines are clear of any obstruction and the main line points are set and locked for the main line i check the location yard to ensure that all points leading to the running lines, also derail devices, are set and locked in their normal position to protect the running lines. The Qualified Worker is then responsible for safe working operation within the limit of the location until: i. handed over to another Qualified Worker for the location to continue to operate as an attended location, or the location is again closed as an unattended location. Whilst the location is attended communications between the location and approaching movements shall be on the appropriate train to train radio channel for that location Closing an Attended Location a. Before ceasing duty the Qualified Worker attending the location shall: i. ensure the running lines are clear of any obstruction and the main line points are set and locked for the main line ensure all points leading to the running lines, also derail devices, are set and locked in their normal position to protect the running lines i ensure that truck placers or other machinery that may be used for the movement of vehicles within the location when attended is not permitted iv. report to the Network Controller and seek permission for the location to become unattended v. if necessary advise the time when the location is to be again attended. This document is uncontrolled when printed. Version: 5.0 Date of Issue: 1 July 2018 Page 85 of 142

86 b. When the Network Controller and the Qualified Worker have reached an understanding and conditions of the location being unattended, the Network Controller shall: i. endorse the train graph the location is becoming unattended, and advise Train Crews of train approaching the location that it is now unattended i in the event that engines or rolling stock shall be fuelled, the Train Crew shall attend to and not delay the requirements and timeliness of crossing or passing procedures iv. in the event that shunting is to be performed, the Train Crew shall attend to and not delay the requirements and timeliness of crossing or passing procedures. In addition complete details of the changed train consist shall be given to the Network Controller before departure from the location Track Workers Working at, to or from a Location that may be Attended or Unattended a. b. c. When track working at, to or from locations that may be attended or unattended, the Qualified Worker in charge of the track work shall report to the Network Controller and reach an understanding on the status of the location as being attended or unattended. Where the location is unattended the Network Controller shall control the movement and work by track workers and other workers within three metres of the running lines within the limits of the location. Where the location is attended the Qualified Worker shall control the movement and work by track workers within the limits of the location. This document is uncontrolled when printed. Version: 5.0 Date of Issue: 1 July 2018 Page 86 of 142

87 23 Track Force Working CoP reference Rule 3.11 The following shall apply in respect of track force working in addition to the content of the Code of Practice for the Defined Interstate Rail Network Defining a Location and Train ID A worker shall identify their location in km and m in a section whilst trains are to be identified as being from one location to another location, i.e. Adelaide to Melbourne or Kalgoorlie to Tarcoola. Points shall be identified by means of an adjoining location corridor segment i.e. Tarcoola end points at Malbooma. The use of the term Up and Down or East, West, North and South shall not be utilised as a method of direction for train running or identification of locations Train Identification Protocol when Requesting to Occupy the track If a request is made to occupy the track following the passage of rail traffic past the proposed site of occupation, the following conditions must apply. The Competent Worker requesting to occupy the track must: contact the relevant Network Controller for the area and advise of the location and nature of task to be undertaken obtain Train Running Information for the area of travel or work obtain the identifying number of the leading motive power unit of any rail traffic movement that is traversing the requested area of travel or work observe the passage of any rail traffic movement past the proposed work site or the intended starting point from which the Heavy Track Equipment or Road-Rail will travel advise the Network Controller when the rail traffic movement has been observed to have safely passed complete, beyond the proposed work site or the intended starting point from which the Heavy Track Equipment or Road- Rail will travel confirm that the preceding rail traffic movement will not be returning and advise the Network Controller the identification details of the leading motive power unit or identification number of the Heavy Track Equipment or Road- This document is uncontrolled when printed. Version: 5.0 Date of Issue: 1 July 2018 Page 87 of 142

88 Rail of the rail traffic passing the worksite or the intended starting point for travel. If the identification of the leading motive power unit or identification number of the Heavy Track Equipment or Road-Rail cannot be confirmed by the Competent Worker requesting to occupy the track, the Network Controller must establish the exact location of the rail traffic and confirm that it has passed complete beyond the proposed worksite or the intended starting point for travel and will not be returning. The above conditions must be applied when access to the track is requested using any of the below listed rules: A Track Occupancy Authority (for work or travel) A Track Work Authority Lookout Working (TRI or NAR). The Network Controller must not authorise any occupation of the track if there is any doubt regarding the exact location of the worksite or starting point for travel or the exact location of any rail traffic or work group previously authorised to be within the requested area or where conflict may occur Requirements for NAR Working Prior to a worker undertaking work on the Network under authority of an NAR the worker shall ensure that they have reported to Train Control and obtained Train Running Information and that the Network Controller is aware of their presence on or near the railway. The Network Controller shall have the authority to determine if the work is able to be carried out under the auspices of an NAR or if a TRI is required. This document is uncontrolled when printed. Version: 5.0 Date of Issue: 1 July 2018 Page 88 of 142

89 23.3 Movement of Track Machines as a Train When self-propelled track machines, other than Hi-Rail vehicles are required to travel as a train with the authority of a Train Authority, either singly or in a group, through one or more sections, the machines shall travel under the following conditions: a. b. c. d. e. f. g. h. A Train Notice shall be published, in advance, describing the travel to be undertaken and details of all of the machines involved. An Employee, qualified in the appropriate Safeworking system, shall be in charge of the movement, accompany the movement, and travel on the leading machine, to ensure that the movement is conducted safely. The machines in a group shall travel as closely together as safety will permit. In the event of a delay occurring en-route, the Network Controller shall be promptly informed. In CTC, a machine or group of machines travelling together, may be authorised to follow a train through a section provided the Train Crew of the train to be followed have been advised of the machines following. In this instance the machines shall be issued a Train Authority and shall comply with the indications of the Fixed Signals. Where the location at one or both ends of the section is being operated by a signaller, the Network Controller shall ensure that the signaller is advised that machines are following the train and take care when operating points after the train s arrival. In Train Order Working, the machine shall be treated as a train and dealt with in accordance with the Train Order Working procedures. The arrival of the machines shall be promptly reported to the Network Controller by the Qualified Worker or Signaller. This document is uncontrolled when printed. Version: 5.0 Date of Issue: 1 July 2018 Page 89 of 142

90 Movement on Train Order Territory a. b. c. d. A Train Working Advice form shall be issued prior to the authorisation of travel and when otherwise required. The machine or group of machines shall travel under the authority of a Train Authority, which shall include authority to pass any signals which cannot be cleared for the movement. All Train Authorities issued to a group of machines and any opposing or passing trains, shall include the number of every machine in the group. All crosses or passes shall be authorised by Train Authority to the machine or group of machines, and also to any opposing or passing train or other movement Movement on ABS Territory a. b. c. The movement of any machine or group of machines shall be authorised by Train Authority, to travel under signal indication. The Train Authority shall include authority to pass any signals which cannot be cleared for the movement. The Network Controller shall not permit trains to enter the section through which the machines are moving by: i. If the location at either end of the section is attended the Network Controller shall issue a Train Authority to the Qualified Worker instructing them not to allow any trains to enter the section. If the location at either end of the section is unattended, the Network Controller shall issue a Train Authority to the crew of each approaching train instructing them not to enter the section and or location yard at the entrance to the section. No Train Authority shall be issued to the machine(s) until this has been done and no conflicting movement may be allowed to enter ABS Territory, until it has been issued with a Train Authority instructing them not to enter the section and or location yard at the entrance to the section. The machine or machines shall not pass over remotely controlled points without the permission of the Signaller or Network Controller, whichever is applicable, and the qualified employee in charge of the movement shall advise when the movement has cleared said points. The Signaller or Network Controller shall take care not to operate points in the path of the movement as one or all of the machines may not operate track circuits. This document is uncontrolled when printed. Version: 5.0 Date of Issue: 1 July 2018 Page 90 of 142

91 Movement on CTC Territory a. b. c. Machines shall travel on the authority of a Train Authority, which may or may not authorise travel under signal indication. If the Train Authority authorises travel under signal indication it shall include authority to pass any signals which cannot be cleared for the movement. The Absolute Signals at the entrance to the section shall be held at stop and accidental usage prevented by use of the blocking mechanism provided, after the movement has entered the section. The signals shall not be unblocked or cleared whilst the movement is in the section. The machine or machines shall not pass over remotely controlled points without permission of the Signaller or Network Controller, whomever is applicable, and the qualified employee in charge of the movement shall advise when the movement has cleared said points. The Signaller or Network Controller shall take care not to operate points in the path of the movement as one or all of the machines may not operate track circuits Track Maintenance Machines Working in a Section as a Train On Train Order Territory self-propelled track maintenance machines, other than Hi-Rail vehicles, may be authorised to work in a section as a train issued with a Train Authority, under the following conditions: a. b. c. d. e. f. A Train Notice shall be published in advance, describing the work locations and all the machines involved. An Employee who is suitably qualified shall be in charge of the movement. A Train Working Advice form shall be issued. Train Authorities to the machine or group of machines shall include the numbers of every machine involved, as shall all Train Authorities to crossing and passing trains. Whilst the machines are working in a section all crosses and passes with trains shall be authorised by Train Authority, until the machines are either clear of running lines or are occupying running lines under another type of authority. Train Authorities authorising machines to work in a section shall: i. Specify the limits of the Train Authority Specify the end of the section to which the machines shall proceed upon completion of work This document is uncontrolled when printed. Version: 5.0 Date of Issue: 1 July 2018 Page 91 of 142

92 i Specify the time by which the section is to be clear for the passage of trains iv. Include any other relevant information Train Authority Text Examples a. Train Order Territory Where machines are to work in a limited part of a section. Work between BARTON and km in the BARTON to BATES section then return TO BARTON Note your train to arrive at BARTON by 1500 hrs To track machines on Train Order territory. Proceed to WHYALLA. To train which is to cross track machines traveling as a train. Proceed to BARTON. take main line. cross 4214 locos RR81-87 AND TM This document is uncontrolled when printed. Version: 5.0 Date of Issue: 1 July 2018 Page 92 of 142

93 b. ABS Territory To track machines on ABS territory. Proceed to OLARY. take crossing loop. cross 6255 loco NR82. To train (before) entering ABS territory. Do not enter the YUNTA to MANNAHILL section until this train authority is cancelled account track force working. c. CTC Territory To track machines on CTC territory. Proceed to TWO WELLS. take crossing loop and report. To track machines on CTC territory. Proceed to TWO WELLS following train 5PM5 report at permissive signal 628 at MALLALA Where a train is to be followed by track machines the Driver shall be verbally advised by the Network Controller of the following track machine or machines. This document is uncontrolled when printed. Version: 5.0 Date of Issue: 1 July 2018 Page 93 of 142

94 24 Train Order Working CoP reference Issue of Train Authorities from Terminal Location When a train is approaching a Terminal Location (entering Train Order Working) and requires to cross an opposing movement (exiting Train Order Working), the Network Controller may issue a Train Authority to the train to cross the movement departing Train Order Territory then proceed. The text of the Train Authority is to include details of the cross then a proceed instruction. Cross 4AP4 loco GM1 at TARCOOLA then second TA After fulfilling TA1 proceed to MALBOOMA take crossing loop cross 5PM5 loco NR1 or Cross 4AP4 loco GM1 at TARCOOLA then proceed to COOK It will not be necessary to include the crossing information on the Train Authority issued to the train departing Train Order Working. This instruction shall be applicable at the following locations: Port Augusta for movements to Whyalla Whyalla. This document is uncontrolled when printed. Version: 5.0 Date of Issue: 1 July 2018 Page 94 of 142

95 24.2 Issue of a Train Authority for a Movement prior to TOW The requirements to comply with the Code of Practice for the Defined Interstate Rail Network Rule occurs where the Train Authority is issued at other than the commencement of TOW except where the TA is issued to the train crew of a moving train when the requirements of the Code of Practice for the Defined Interstate Rail Network Rule shall apply. As an example a movement standing at the Port Augusta platform may be issued with a TA to Proceed from SPENCER JUNCTION to ROOPENA take main line whereas the same movement proceeding from Port Augusta to Spencer Junction would be issued with an enroute TA Proceed to ROOPENA take main line with the location of issue at the top of the form being Spencer Junction and the location of receipt at the bottom of the form being enroute Line to be Taken CoP reference b Where it is not possible to include a line to be taken on a Train Authority and a subsequent Train Authority is to be issued en-route or when the movement is stationery at the Yard Limit Sign at the entry to the location and the authority is issued is to proceed to a subsequent location the authority shall read Proceed to which gives the driver the authority to take the main line at the location and proceed in accordance with the new Train Authority Train Crew Change Over CoP reference Where there is a change of a crew, or a single crew member, the new crew, or new member of the crew is to contact the Network Controller to confirm that the crew change has taken place and the validity of any current authority. In the case of train authorities the information is to be repeated in accordance with the current procedures. In addition to verifying the current authority the crew member shall also verify with the Network Controller any other instructions which may have been issued in connection with the operation of the movement irrespective of the safe working system in place. This document is uncontrolled when printed. Version: 5.0 Date of Issue: 1 July 2018 Page 95 of 142

96 24.5 Train Working Advice CoP reference 2.10 A Train Working Advice Form shall be issued for all movements on both TOW and ABS working before network entry and prior to the issue of a TA. Where there is a change of a crew, or a single crew member, the new crew, or new member of the crew is to contact the Network Controller to confirm that the crew change has taken place and the validity of any current authority. In the case of train authorities the information is to be repeated in accordance with the current procedures. In addition to verifying the current authority the crew member shall also verify with the Network Controller any other instructions which may have been issued in connection with the operation of the movement irrespective of the safe working system in place Verification of Train Authorities The requirement for train crews to verify the content of Train Authorities prior to entry into a section where there is a cross or pass at the next location or where the Train Authority extends only to the next location is required to address the risk of train crews overlooking the fact that there is a cross or pass at the next location or the Train authority extends only to the next location. Where the Train Authority is issued at a location for a cross or pass at the next location or is issued only for one section the risk for which verification of the Train Authority is required is addressed at the time that the Train Authority is issued by the Network Controller and repeated back by the train crew. There is therefore under these circumstances no requirement to verify that Train Authority immediately the train commences entry to the section. This document is uncontrolled when printed. Version: 5.0 Date of Issue: 1 July 2018 Page 96 of 142

97 25 Parallel Rail Lines No reference CoP Throughout the network there are locations where a rail line under the control of another rail operator is parallel to the ARTC main line. Under normal operating circumstances the running of trains on one or both lines does not affect the operation on the other line Track Work Track Work - Parallel Lines a. b. Where track work is to be performed by one track owner s maintainer on a line parallel to another track owner line or where there is an incident or breakdown there is a need to ensure that the Network Controllers for both lines are aware of what is occurring and that any approaching movements on the parallel line are warned or if necessary stopped before entering the area. Where track work is to be performed at a location where there is a parallel line the work shall be planned such that both track owners are aware of the planned working and service disruption which may occur and the necessary train notices advising of the work are issued. Track Work - Parallel Lines - Appropriate Authorities Prior to occupying the track to perform the work the track supervisor shall obtain from both Train Controllers the appropriate track work authority before commencing work on or near the line. It may be appropriate for a Track Occupancy Authority on the line on which the work is to be performed, whilst on the parallel line the appropriate authority may be a Track Work Authority or Train Running Information. At the completion of the work, or as required by the Train Controllers, advice of track clearance shall be given by the track supervisor to the Train Controllers. Advice of further work shall also be advised to both Train Controllers when clearing the track at the end of the working Train Failure and other Incidents Where one Train Controller becomes aware of a train failure, derailment, malfunction of level crossing equipment and/or any other incident which may affect the safety of movements on one or both lines of railway immediate action shall be taken by that Train Controller to advise the Train Controller for the other line. Action is to then be taken to advise any train or track movements in or approaching the section and if necessary stop the movements until it is known that it is safe for the passage of the movement. This document is uncontrolled when printed. Version: 5.0 Date of Issue: 1 July 2018 Page 97 of 142

98 When advice has been received that the line is again safe for normal traffic the Train Controller receiving this advice shall ensure that the other Train Controller is immediately informed accordingly. Rail Safety Workers becoming aware of an incident on a parallel railway shall take immediate action to advise any known approaching movement on the other rail line and at least one of the Train Controllers of the incident Location of Parallel Rail Lines ARTC Territory Parallel rail lines are to be found at the following locations on the ARTC network in addition to goods sidings off of the main line at numerous locations. Location Mangalore - Craigieburn Craigieburn - Jacana Albion - Sunshine Sunshine - West Footscray Junction Sunshine Brooklyn Brooklyn - Newport Newport - Werribee Werribee - North Geelong Gheringhap - Ballarat line Ballarat Ararat Dimboola - Yaapeet line and sidings Wolseley - Mt. Gambier line Tailem Bend - Pinnaroo line and yard Mt. Barker Jct - Victor Harbour line Belair - Keswick Gaol Loop Torrens Jct - Salisbury Peterborough - Hurlstone St crossing Kanandah Broken Hill Stirling North - Port Augusta Spencer Junction Crossing Loop Owner V/Line Metro Trains Melbourne Metro Trains Melbourne V/Line V/Line V/Line Metro Trains Melbourne V/Line V/Line V/Line V/Line Out of service Genesee Wyoming Australia Steam Ranger Public Transport Services Public Transport Services Public Transport Services Steamtown Peterborough Perilya Mines Pichi Richi Railway Genesee Wyoming Australia This document is uncontrolled when printed. Version: 5.0 Date of Issue: 1 July 2018 Page 98 of 142

99 25.4 TOA Limits CoP Ref b A TOA may not be issued for more than one section. The TOA may include all of the location at either end of the TOA limits provided that access to these limits is blocked for all other movements for the duration of the TOA TOA Occupancy Rules CoP Ref Whilst under normal working adjacent TOA s should be separated by a minimum of 500 metres a TOA may be issued up to, but not beyond the limits of an adjacent TOA to enable machines to work together Shunting Unattended Locations CTC ABS limit of SHA CoP Ref When a shunt authority is issued in accordance with (b) the shunt authority shall authorise the movement to proceed only as far as is required for the shunt to occur and shall not be issued unless the section of track over which the authority is to be issued is clear and will not again be occupied until the shunt authority has been fulfilled. Driver Only Operation No reference CoP Driver only operation may be permitted on the network where approved by ARTC and in accordance with agreed procedures which are not inconsistent with the following: a. b. No responsibilities, additional to those accepted for a two person crewed train, will be undertaken by ARTC, e.g. if a Driver has to leave the locomotive in the cab unattended mode the responsibility for monitoring the length of time the Driver is absent from the locomotive along with the call to the Driver if a report back is not received within the prescribed limits is the responsibility of the train operator. The preparation of any written authority shall only be undertaken when the movement is at a stand. This document is uncontrolled when printed. Version: 5.0 Date of Issue: 1 July 2018 Page 99 of 142

100 28 29 Limit of Authority Overrun CoP reference Rule 3.15 In addition to the requirements of the Code of Practice for the Defined Interstate Rail Network the following shall apply: a. b. Where it has been established that the limit of authority overrun was caused by a technical fault such as a signal reverting to stop in the face of the train the movement shall be permitted to proceed after obtaining a Train Authority to do so. It shall be assumed that there may be a track defect that has caused the signal to revert to stop. Where it has been established that the limit of authority overrun was caused by Driver error the movement shall be given a Train Authority to move at low speed to a location where other movements may be able to cross or pass. Once the movement has come to a stand at this location it shall not be permitted to proceed until such time as the Train Crew involved in the incident have been relieved of duty. Emergency Responses 29.1 Emergency Management In the event of an incident that requires a coordinated response on the ARTC Network, the ARTC Emergency Management Procedure (TA44) shall be activated. Emergency Management Procedure TA44 is available on the ARTC website at This document is uncontrolled when printed. Version: 5.0 Date of Issue: 1 July 2018 Page 100 of 142

101 30 Track Side Signs and their Meaning CoP reference 3.1 Whilst the Code of Practice for the Defined Interstate Rail Network details the colour and shape of track side signs, a number of signs will not be changed until such time as the reflectorisation fades such that they are no longer acceptable. In the interim there will be a mix of old and new signage and the table below indicates the old signage and meaning pending changing to that detailed in the new Code Location Ahead Sign (CTC and ABS Territory) No reference CoP A caution sign with a plate indicating the name of a location or a signal identifier in CTC or ABS territory and the distance to the location or a signal. Meaning - Provides warning of approach and distance to a location or signal and recognition by its designated name. Proceed being prepared to respond to the next signal indication. The next signal is at braking distance and may be at stop. When the next signal is sighted respond according to its indication. or 2500m SIGNAL 247 NOTES [1] A Location Ahead Sign may be placed in advance of a fixed signal in CTC or ABS territory to compensate for limited signal sighting distances, or [2] Location Ahead Signs are placed at a safe braking distance and no more than 3000m ahead of the Location or signal. 2500m is the standard advance warning distance for the Defined Interstate Rail Network and is shown as an example. This document is uncontrolled when printed. Version: 5.0 Date of Issue: 1 July 2018 Page 101 of 142

102 30.2 Start and End of Safeworking System Signs Signs indicating the start and end of each safeworking system in operation are permanently erected on the left hand side of the track at the location where the safeworking system in operation changes. Meaning - authority to proceed shall be in accordance with the safeworking system indicated Yard Limit Sign A yard limit sign bearing the name Yard Limit is permanently erected in advance of the outermost points at certain locations on train order territory. Meaning - marks the entrance to the location yard and is the limit of movement within the location Block Post Sign - previously Control Point A control point sign painted white with black lettering bearing the letters CP is permanently erected at a central point, 2000 metres inside the location sign at each end of locations on train order territory where trains cannot cross or pass, but where line clearance can be achieved. Meaning - CP marks the end of the block section from which a train has arrived. R marks the place through which the train s engine shall pass before reporting train location when such report has been stipulated. Replacement signs will show BP (Block Post). 31 Deleted This document is uncontrolled when printed. Version: 5.0 Date of Issue: 1 July 2018 Page 102 of 142

103 32 Permanent Speed Signs CoP reference (K) Whilst the Code of Practice for the Defined Interstate Rail Network details that permanent speed signs are located at all locations where the speed changes, the former use of curve restriction signs will continue until such time as uniformity can be achieved and the following indicates the variations in permanent speed signs which may be encountered on the network Individual Curve Restriction Signs At each single restricted curve, a sign permanently erected on the left hand side of the track as viewed by the Train Crew of an approaching train near the commencement of the curve in each direction. This sign bears a figure which indicates (in km/h) the maximum permitted speed. Meaning - The speed shown shall not be exceeded while the train is traversing the curve. There is no sign indicating increase speed at the end of the restricted area Blanket Speed Restriction Signs Where there is a permanently restricted portion of track, a single blanket restriction covers that portion of track. In this case, each end of the restricted portion is indicated by a pair of signs, permanently erected on each side of the track. These signs bear figures which indicate (in km/h) the maximum permitted speed until the train passes a similar pair of signs at the other end of the restricted area. On the back of the latter signs, the letter N indicates that normal speed may be resumed. The speed permitted is not displayed on the sign. When one blanket restriction is followed immediately by another blanket restriction of a different speed, the backs of the pair of signs at the end of the first restriction bear, instead of the letter N, the maximum speed (in km/h) permitted over the area of the succeeding blanket restriction. Resume Normal Speed This document is uncontrolled when printed. Version: 5.0 Date of Issue: 1 July 2018 Page 103 of 142

104 33 Warning Signs No reference CoP In addition to warning signs detailed in the Code of Practice for the Defined Interstate Rail Network the signs as shown below are to be found on the ARTC network Gang Whistle Sign A gang whistle sign has a reflective white background with black lettering and a reflective yellow border. It may be erected on the left hand side of the track 500 metres in advance of work sites. Meaning - Workers are ahead - the Driver of an approaching movement shall sound its warning device Level Crossing Predictor Warning Sign The level crossing ahead is equipped with a predictor which calculates the speed of the approaching movement and governs the activation of the level crossing warning device to give a constant ring time before the movement is at the level crossing. Meaning - The Driver of a movement shall not increase the speed of the movement from the point of passing the sign until the lead unit of the movement has passed over the level crossing. Train crews shall ensure that, upon the movement passing a Level Crossing Predictor Warning Sign, they control the movement ensuring that it does not increase speed until entering the level crossing for which the Level Crossing Warning Sign is applicable. Should a movement come to a stand between the Level Crossing Predictor Warning Sign and the level crossing, the level crossing warning operation will cease operating after a predetermined timer has expired and will not recommence until the movement has been detected as in motion again. Should this occur the train crew shall ensure that upon the movement recommencing, that the movement is so controlled that it allows the level crossing warning devices to operate for a minimum period of 25 seconds prior to entering the level crossing. Should a movement come to a stand between the Level Crossing Predictor Warning Sign and the level crossing continues to operate, the train crew shall be vigilant to road traffic when the movement again commences to move. This document is uncontrolled when printed. Version: 5.0 Date of Issue: 1 July 2018 Page 104 of 142

105 33.3 Clearance Point Marker (Formerly Fouling Point Marker) CoP reference Rule (e) Clearance point markers consist of one of the following: a white paint mark on the side of the rail a white round disc embedded in the ground white post with the letters FP Meaning - Identifies the clearance point between two or more converging rail lines 33.4 Level Crossing Warning Signs The following signs are in use in Victoria: Whistle board white diagonal cross on white post. Meaning - Level crossing approaching, sound whistle Whistle Board where healthy state indicators are provided: Yellow diagonal cross on white post Meaning Level crossing approaching, sound whistle, and check that indicator operating to confirm crossing warning device working. This document is uncontrolled when printed. Version: 5.0 Date of Issue: 1 July 2018 Page 105 of 142

106 34 Resumption of Normal Speed No reference CoP 34.1 CTC Territory The following definitions apply to absolute signals for departure from a crossing loop or siding into CTC single line territory. a. b. c. When a train is to depart from a crossing loop or siding under the speed signal indication of Turn out Clear Medium Speed (Red/Green), Medium speed only applies until the train has passed complete beyond the points protected by the signal. This only applies when the next signal is displaying a proceed indication. When a train is to depart from a crossing loop or siding under the speed signal indication of Turn out Caution Medium Speed (Red/Yellow), this indicates that the next signal is at stop. Medium speed only applies until the train has passed complete beyond the points protected by the signal. This only applies when the next signal is a mid-section signal. When a train is to depart from a Mid - Section Siding (Intermediate Siding), (Switch Locked Siding) under the speed signal indication of Clear Low Speed shunting signal Low Speed (Green), Low speed only applies until the train has passed complete beyond the points protected by the signal. This only applies when the next signal is displaying a proceed indication ABS Territory The following definitions apply to absolute signals for departure from a crossing loop or siding into ABS single line territory. a. b. When a train is to depart from a crossing loop under the speed signal indication of Turn out Clear Medium Speed (Red/Green), Medium speed only applies until the train has passed complete beyond the points protected by the signal. This only applies when the next signal is displaying a proceed indication. When a train is to depart from a crossing loop or siding under the speed signal indication of Turn out Caution Medium Speed (Red/Yellow), this indicates that the next signal is at stop. Medium speed only applies until the train has passed complete beyond the points protected by the signal. This only applies when the next signal is a mid-section signal. This document is uncontrolled when printed. Version: 5.0 Date of Issue: 1 July 2018 Page 106 of 142

107 c. d. e. When a train is to depart from a crossing loop under the speed signal indication of Clear Low Speed shunting signal Low Speed (Green), Low Speed only applies until the train has passed complete beyond the points protected by the signal. This only applies when the next signal is displaying a proceed indication. When a train is to depart from a crossing loop under the speed signal indication of Caution Low Speed shunting signal (Yellow), Low Speed only applies until the train has passed complete beyond the points protected by the signal. This only applies when the next signal is at stop. When a train is to depart from a Mid - Section Siding (Intermediate Siding), (Switch Locked Siding) under the speed signal indication of Clear Low Speed shunting signal Low Speed, (Green), Low Speed only applies until the train has passed complete beyond the points protected by the signal. This only applies when the next signal is displaying a proceed indication. This document is uncontrolled when printed. Version: 5.0 Date of Issue: 1 July 2018 Page 107 of 142

108 Alcohol Controls on the ARTC Network CoP reference 6.3 and Glossary, Volume 2 The prescribed concentration of alcohol on the ARTC network is 0 grams of alcohol in 100 millilitres of blood. Detonating Signals in Victoria CoP reference 3.5 Within the State of Victoria a detonating signal is known as an audible track warning signal and shall be locked away when not immediately required or unattended. Arrival Clearing Boards No reference CoP a. Arrival Clearing Boards Arrival clearing boards are provided in the rear of the home arrival signals at crossing loops Pyrenees Loop to Leeor Loop. ARRIVAL CLEARING b. Trains at a Crossing Loop When trains need to cross at a crossing loop or at any time the home departure signal at the far end displays Stop the automatic signal in the rear of the home arriving signal will display Normal speed warning aspect and the home arrival will be at Stop position. Under these conditions, the speed of the train approaching the home arrival signal must be reduced so that it does not exceed 40 km/h at the arrival clearing board. When a train is about to arrive in No.1 or No. 2 track at the crossing loop and the speed of the train does not exceed 40 Km/h at the arrival clearing board, the home arrival signal will display a medium speed warning aspect. This document is uncontrolled when printed. Version: 5.0 Date of Issue: 1 July 2018 Page 108 of 142

109 38 CTC or ABS Failures No reference CoP Where the Proceed Authority normally provided to enter the Block Section in either CTC or ABS territory is not available due to a failure, Train Order Working must be introduced over the affected Block Section by the Network Controller. The Train Order Working section extends from the Entering Block signal at the entry end to the opposing Entering Block signal at the exit end of the section. During a failure, Train Order Working must only extend over a single Block Section and must not include multiple Block Sections. If a failure of an adjoining Block Section occurs, each failure must be treated as a separate Block Section for the introduction of Train Order Working. When Train Order Working is introduced over a Block Section all intermediate signals (permissive or absolute) are to be considered as unreliable and must be disregarded by Rail Traffic Crews Assurances The Network Controller must obtain information about the condition of the affected Block Section. Prior to Train Order Working being introduced, the Network Controller must ensure that: the Block Section is clear of rail traffic, previously issued Proceed Authorities have been cancelled or fulfilled, blocking facilities / commands or a formal process have been applied to prevent unauthorised entry of rail traffic, where possible, releasing switches for intermediate sidings are in the NORMAL position with blocking facilities applied, conflicting occupancies or routes are not authorised, the track within the limits of Train Order Working section, will be occupied only by authorised rail traffic, effective communication is established with: o o rail traffic crews, and affected Competent Workers, current work on track Authorities in affected sections are fulfilled or worksites are protected against rail traffic movements, This document is uncontrolled when printed. Version: 5.0 Date of Issue: 1 July 2018 Page 109 of 142

110 and other Competent Workers known to be affected have been told about the planned rail traffic movements. Where possible, the Network Controller must ensure that active control level crossings are: operating correctly, if not operating correctly, that Qualified Workers are in attendance, or closed to road and pedestrian traffic. Where unable to obtain these assurances, the Network Controller must advise Rail Traffic Crews to treat active control level crossings as potentially faulty and issue a Condition Affecting the Network (CAN) in accordance with the Rule Reporting and Responding to a Condition Affecting the Network Introduction of Train Order Working The Network Controller must introduce Train Order Working when rail traffic is to travel over the affected Block Section when all the assurances have been obtained Prior to the Issue of a Train Authority The Network Controller must ensure that the correct route is set and secured or will be set and secured for each intended rail traffic movement. The Network Controller must tell the Rail Traffic Crew: the Block Section is clear of rail traffic, and the time that the last rail traffic movement cleared complete beyond the affected Block Section, and if known, the location of any obstructions or failed infrastructure in the Block Section, or that the Block Section has been reported as not obstructed. This document is uncontrolled when printed. Version: 5.0 Date of Issue: 1 July 2018 Page 110 of 142

111 38.4 Issue of a Train Authority The Network Controller when issuing a Train Authority for rail traffic to travel through a section where the Proceed Authority normally provided to enter the Block Section in either CTC or ABS territory is not available, the Network Controller must include the following authority information of the Train Authority; Authority Start location inclusive of the Absolute signal number to be passed at stop and Authority End location inclusive of the signal number to be observed and obeyed to enter the opposite end location Unknown cause If the Absolute Entering Block signal displays a STOP indication due to an unknown cause and the integrity of the Block Section cannot be assured, the Rail Traffic Crew of the movement to travel through the Block Section must: confirm with the Network Controller the position of the points (route), and mode (motor or manual), before traversing points that are required to be operated manually, travel at a speed that will allow the rail traffic movement to stop within half the distance the line can be seen to be clear ahead, report the condition of the Block Section to the Network Controller as soon as practical, and advise the Network Controller when the rail traffic has departed the Block Section complete. This document is uncontrolled when printed. Version: 5.0 Date of Issue: 1 July 2018 Page 111 of 142

112 Known cause If the Absolute Entering Block signal displays a STOP indication due to a known cause and the integrity of the Block Section can be assured, the Rail Traffic Crew of the rail traffic movement to travel through the Block section must: where the cause is a known track condition, proceed at a speed determined by the Maintenance Representative, where the cause is known to be a faulty interlocking condition, proceed at a speed determined by the Maintenance Representative when traversing over the faulty interlocking, or where the cause is not unsafe track and the integrity of the block has been confirmed by the Maintenance Representative, rail traffic may be authorised to travel at up to normal speed. NOTE Where the speed is determined by a Maintenance Representative it must be included within the text of the Train Authority First Rail Traffic Movement The Rail Traffic Crew of the first rail traffic movement to traverse the affected Block Section must STOP the rail traffic before each intermediate siding and secure the points (clipped or clamped and locked) in the normal position, ensure that the door of the Switch Lock box is closed and locked and advise the Network Controller. Where the points at an intermediate siding have been secured, this information must be included on the Train Authority. NOTE If the points at an intermediate siding have been secured, there is no requirement for Rail Traffic Crews to STOP and inspect the points. This document is uncontrolled when printed. Version: 5.0 Date of Issue: 1 July 2018 Page 112 of 142

113 Active Control Level Crossings Rail Traffic Crews warned about potentially faulty active level crossings must approach the level crossing at a speed that will allow the rail traffic movement to stop before the level crossing. The Rail Traffic Crew must ensure the warning equipment is operating correctly. If the active level crossings warning equipment is operating correctly proceed over the level crossing only if it is safe to do so. If the warning equipment is not operating correctly, the Rail Traffic Crew must STOP the rail traffic before the active level crossings and the Rail Traffic Crew (or Qualified Worker) must: operate the manual switch (if provided and able to be accessed), wait for road traffic and pedestrians to stop, proceed over the level crossing only if it is safe to do so, or if the active level crossings warning equipment cannot be activated manually, arrange to stop all road and pedestrian traffic, and proceed over the level crossing only if it is safe to do so Returning to normal working Train Order Working may be cancelled and the normal system of safeworking resumed when the Network Controller has been advised by the Maintenance Representative that the infrastructure has been tested and certified as working correctly. Before normal working is resumed the Network Controller must ensure that: any Authority issued to enter the affected Block Section is cancelled or fulfilled, the affected Block Section is clear of any rail traffic, and the infrastructure has been tested and certified by the Maintenance Representative as working correctly. This document is uncontrolled when printed. Version: 5.0 Date of Issue: 1 July 2018 Page 113 of 142

114 39 Fixed Signals CoP reference On the ARTC Network, disregard Table 3.1 Signalling Systems Fixed Signal Indications, Meanings and Application within the Code of Practice for the Defined Interstate Rail Network, Volume 3, Operations and Safeworking Part 1: Rules Issue 2 ARTC Annotated Version May The following table supersedes Table Signal indications and their meaning Table 1 describes the principles, fixed signal indications and their meanings together with their application to: a. b. c. Speed signalling. Double coloured light route signalling. Single coloured light route signalling. This document is uncontrolled when printed. Version: 5.0 Date of Issue: 1 July 2018 Page 114 of 142

115 Legend ARTC Addendum to the Code of Practice for the Defined Interstate Rail Network Table: 1 Signalling Systems Fixed Signal Indications, Meanings and Application Symbol Used Description Semaphore Arm Position Upper Quadrant Lower Quadrant Recognising Absolute Signals Recognising Permissive Signals - Red light Coloured lights arranged vertically. Coloured lights arranged diagonally. - Yellow light Coloured light and qualification plate. Coloured light and qualification plate. - Green light Square end semaphore arm(s) Point end semaphore arm(s). - Flashing light Not applicable Not applicable ( ) - Where Indication Name is in brackets the Signal may be either an Absolute or a Permissive signal Note: In the table, lunar white lights are shown in blue This document is uncontrolled when printed. Version: 5.0 Date of Issue: 1 July 2018 Page 115 of 142

116 System Speed Signalling Double Colour Light Route Signalling Single Colour Light Route Signalling PRINCIPLES Top light Indicates route, condition of block ahead for normal speed and likely condition of the subsequent block. Top light Indicates route and Authority for next block. Single green light 2 nd light Indicates route, condition of block ahead for medium speed and likely condition of the subsequent block. 2 nd light Indicates condition of the subsequent block. Single yellow light Indication 3 rd light Where a 3 rd light is displayed indicates block ahead may be occupied, proceed at low speed prepare to stop. Single red light Name Normal Speed Medium Speed Low Speed (CLEAR) 1. PA - Block is clear 2. Normal speed 3. Next signal at caution or clear for normal speed 1. PA Block is clear 2. Medium speed only 3. Next signal at caution or clear for medium or normal speed Not applicable 1. PA Block is clear 2. Next block is clear 3. Subsequent block is clear 1. PA Block is clear 2. Next signals at caution or clear (MEDIUM CAUTION) Not applicable Not applicable Not applicable 1. PA Block is clear 2. Next block is clear 3. Subsequent signal at stop 1. PA Block is clear 2. Next block is clear 3. Subsequent signal at stop This document is uncontrolled when printed. Version: 5.0 Date of Issue: 1 July 2018 Page 116 of 142

117 Indication Name (Cont.) Speed Signalling (Cont.) Normal Speed Medium Speed Low Speed Double Colour Light Route Signalling (Cont.) Single Colour Light Route Signalling (Cont.) (CAUTION) 1. PA- Block is clear 2. Normal speed 1. PA Block is clear 2. Medium speed only Not applicable 1. PA Block is clear 2. Next signal at stop 1. PA Block is clear 2. Next signal at stop 3. Next signal at stop 3. Next signal at stop (STOP) Stop Stop Stop Stop Stop (REDUCE TO MEDIUM) 1. PA- Block is clear 2. Prepare to pass next signal at medium speed 3. Next signal at Caution or Clear for medium speed Not applicable Not applicable Not applicable Not applicable This document is uncontrolled when printed. Version: 5.0 Date of Issue: 1 July 2018 Page 117 of 142

118 Indication Name (Cont.) Speed Signalling (Cont.) Normal Speed Medium Speed Low Speed Double Colour Light Route Signalling (Cont.) Single Colour Light Route Signalling (Cont.) TURN OUT Clear Not applicable 1. *PA Block is clear 2. Medium speed only 3. Next signal at caution or clear for medium or normal speed Not applicable 1. *PA Block is clear 2. Next signal on turnout route displaying PA or PRA 3. Proceed on the turnout route at normal turnout speed 1. *PA Block is clear 2. Next signal on turnout route displaying PA or PRA 3. Proceed on the turnout route at normal turnout speed 1. *PA Block is clear 2. Next signal on turnout route may be at stop. 3. Proceed on the turnout route prepared to stop at next signal 1. *PA Block is clear 2. Next signal on turnout route may be at stop. 3. Proceed on the turnout route prepared to stop at next signal This document is uncontrolled when printed. Version: 5.0 Date of Issue: 1 July 2018 Page 118 of 142

119 Indication Name (Cont.) Speed Signalling (Cont.) Normal Speed Medium Speed Low Speed Double Colour Light Route Signalling (Cont.) Single Colour Light Route Signalling (Cont.) TURN OUT CAUTION Not applicable 1. *PA Block is clear 2. Medium speed only Not applicable Not applicable Not applicable 3. Next signal at stop LOW SPEED 1. PRA Block is clear 1. +PRA Block is clear Not applicable Not applicable Not applicable 2. Proceed at low speed to the next signal. 2. Proceed at low speed to the next signal. CALLING ON/LOW SPEED Not applicable Not applicable 1. PRA Block may be occupied or obstructed 2. Proceed at low speed. 3. Prepare to stop short of obstruction 1. PRA Block may be occupied or obstructed 2. Proceed at low speed. 3. Prepare to stop short of obstruction 1. PRA Block may be occupied or obstructed 2. Proceed at low speed. 3. Prepare to stop short of obstruction This document is uncontrolled when printed. Version: 5.0 Date of Issue: 1 July 2018 Page 119 of 142

120 Indication Name (Cont.) Speed Signalling (Cont.) Normal Speed Medium Speed Low Speed Double Colour Light Route Signalling (Cont.) Single Colour Light Route Signalling (Cont.) CLEAR LOW SPEED Shunting signals Not applicable Not applicable 1. PRA Block is clear 2. Low speed only. 3. Next signal at clear or caution for medium or normal speed Not applicable Not applicable CAUTION LOW SPEED Shunting signals (ABS territory only) Not applicable Not applicable 1. PRA Block is clear. 2. Low speed. 3. Next signal at stop. Not applicable Not applicable LOW SPEED Shunting signals Not applicable Not applicable 1. *PRA Block may be occupied or obstructed 2. Proceed at low speed. 3. Prepare to stop short of obstruction 1. PRA Block may be occupied or obstructed. 2. Proceed at low speed. 3. Prepare to stop short of obstruction. 1. PRA Block may be occupied or obstructed. 2. Proceed at low speed Prepare to stop short of obstruction. * These signals may also display a local route or junction indicator. + Small red light is a marker light that is illuminated only when the main light is failed or at stop. This document is uncontrolled when printed. Version: 5.0 Date of Issue: 1 July 2018 Page 120 of 142

121 39.2 Signal lower light fixed indication CoP reference and Table 3.1 Where a lower light on a signal displays a fixed red indication, a qualification plate may be used instead of the light. The qualification plate may be a metal plate with a circle of red retro-reflective material. This document is uncontrolled when printed. Version: 5.0 Date of Issue: 1 July 2018 Page 121 of 142

122 40 Reporting and Responding to a Condition Affecting the Network No reference CoP (RISSB reference ANRP 2009 Version 1.2) 40.1 Purpose To prescribe the rules for reporting and responding to unsafe conditions affecting or potentially affecting the ARTC Network Reporting Conditions that can or do affect the safety of rail operations in the Network must be reported promptly to the Network Controller responsible for the affected portions of track. The Network Controller must record the information on the Train Control Graph Responding If necessary, the Competent Worker reporting the Condition Affecting the Network (CAN) must: prevent rail traffic from approaching the affected portions of track, and apply protection for the affected portions of track in accordance with the CoP. The Network Controller must: promptly tell other affected Network Controllers and if necessary adjoining Access Providers about the CAN, and tell affected nominated Operators Representatives. As necessary, affected Network Controllers must: arrange to warn rail traffic crews approaching the affected portions of track, arrange to prevent rail traffic from approaching the affected portions of track, and apply blocking facilities, and arrange for Maintenance Representatives to investigate. The Network Controller may declare the CAN to be a major incident. This document is uncontrolled when printed. Version: 5.0 Date of Issue: 1 July 2018 Page 122 of 142

123 Warning Rail Traffic The Network Controller must give written warning to rail traffic crews using a CAN form if: faulty or potentially faulty level crossings have been reported level crossing warning equipment has been deactivated speed restrictions during hot weather have been reported temporary speed restrictions have been reported and no signs erected or temporary speed restrictions have been reported and have not been formally advertised or published. Where Train Order Working is in operation a CAN form is not required where the written warning can be included on the Train Authority. The written CAN warning information must be placed in the Supporting Information section of the applicable Train Authority if: faulty or potentially faulty level crossings have been reported level crossing warning equipment has been deactivated speed restrictions during hot weather have been reported temporary speed restrictions have been reported and no signs erected or temporary speed restrictions have been reported and have not been formally advertised or published. Where the Advanced Train Management System (ATMS) is in operation a CAN form is not required where the warning can be displayed on the equipped rail traffics Driver Machine Interface (DMI) screen or where the written warning can be included on the ATMS Authority form. Where an ATMS written authority is used, the written CAN warning information must be placed in the Other Instructions section of the applicable ATMS Authority form if: faulty or potentially faulty level crossings have been reported level crossing warning equipment has been deactivated speed restrictions during hot weather have been reported or temporary speed restrictions have been reported and no signs erected. This document is uncontrolled when printed. Version: 5.0 Date of Issue: 1 July 2018 Page 123 of 142

124 NOTE Where a written Authority has already been issued for the Section, the written warning must be issued on a CAN form or the written Authority cancelled and reissued. The Network Controller must arrange for rail traffic crews to be given the CAN warning before rail traffic enters the affected portion of track. The Network Controller must dictate the CAN warning details direct to the rail traffic crew. The Network Controller may give spoken warnings to rail traffic crews about other CANs. Rail traffic crews must: repeat back the CAN warning to the Network Controller, and acknowledge and comply with CAN warnings. The Network Controller must continue to warn rail traffic crews entering the affected portion of track until: the conditions surrounding the CAN no longer exist, or rail traffic crews are warned by other means Infrastructure Restoration Infrastructure restoration work in the Danger Zone arising from a CAN must only be undertaken after the Worksite Supervisor has implemented the appropriate work on track method Keeping Records The Network Controller must make a permanent record of the CAN report and warning details. Rail traffic crews must use either a CAN form or other method to record in permanent form: details of CAN warnings, and CAN reference numbers. This document is uncontrolled when printed. Version: 5.0 Date of Issue: 1 July 2018 Page 124 of 142

125 40.6 Returning to Normal Working If Maintenance Representatives have been asked to attend and investigate a CAN, they must certify the track as safe for rail traffic before the Network Controller may authorise the return to normal working. This document is uncontrolled when printed. Version: 5.0 Date of Issue: 1 July 2018 Page 125 of 142

126 41 Condition Affecting the Network (CAN) Form No reference CoP 41.1 Introduction The Condition Affecting the Network (CAN) form is used by Network Controllers when giving written warning to rail traffic crews if: faulty or potentially faulty level crossings have been reported, level crossing warning equipment has been deactivated, speed restrictions during hot weather have been reported, temporary speed restrictions have been reported, signs have not been erected and have not been formally advertised or published or temporary speed restrictions have been reported, signs have been erected and have not been formally advertised or published. NOTE Where Train Order Working is in operation a CAN form is not required where the written warning can be included on the Train Authority Mandatory Items The following items must be completed: 1 Form Number 6 Warning issued by and issued to Item 1 Form Number Network Controller, write the number of the CAN in the box Item 6 Warning issued by and issued to Network Controllers must use this part of the form to record that they have given the warning to Rail Traffic Crews. Rail Traffic Crews use this part of the form to record that they have received the warning issued by the Network Control Officer. This document is uncontrolled when printed. Version: 5.0 Date of Issue: 1 July 2018 Page 126 of 142

127 41.5 Optional Items The following items are optional: 2 CAN block working (APPLICABLE NSW ONLY) 3 Active road and pedestrian level crossings 4 Temporary Speed Restrictions / Speed Restrictions during Hot Weather 5 Other conditions and additional information 41.6 Item 2 CAN Block Working CAN block working is applicable in NSW only. Put a cross in the check box 2 X 41.7 Item 3 Active Road and Pedestrian Level Crossings Use this part of the form to give details and the use of a crossing keeper at level crossings. Draw a single line through Handsignaller and Flagman Item 4 Temporary Speed Restrictions / Speed Restrictions during Hot Weather Use this part of the form to give details of: temporary speed restrictions, and speed restrictions during hot weather Item 5 Other Conditions and Additional Information Use this part of the form to give information about other conditions such as stock on line. This document is uncontrolled when printed. Version: 5.0 Date of Issue: 1 July 2018 Page 127 of 142

128 41.10 Example Condition Affecting the Network (CAN) Form This document is uncontrolled when printed. Version: 5.0 Date of Issue: 1 July 2018 Page 128 of 142

129 This document is uncontrolled when printed. Version: 5.0 Date of Issue: 1 July 2018 Page 129 of 142

130 42 Speed Restrictions During Hot Weather No reference CoP (RISSB reference ANRP 2013 Version 1.2) 42.1 Purpose To prescribe the rules for imposing speed restrictions in the Network during hot weather Imposing Speed Restrictions Advice to Network Controller The Network Controller must be notified of hot weather conditions that require speed restrictions to be imposed by: a nominated Manager, a Maintenance Representative, or automated devices Advice from Network Controller The Network Controller must arrange for advice about speed restrictions to be given to affected Rail Traffic Crews and other affected parties. Unless different advice is given, hot weather speed restrictions apply only: on the day they are imposed and between 1200hrs and 2000hrs Notifying Rail Traffic Crews Until Rail Traffic Crews are warned by other means, Network Controllers must give written warning about speed restrictions during hot weather to rail traffic crews using a Condition Affecting the Network (CAN) form. The written warning must include: the defined portion of line, the hot weather speed restrictions, and the hours during which the restrictions apply. This document is uncontrolled when printed. Version: 5.0 Date of Issue: 1 July 2018 Page 130 of 142

131 42.4 Altering and Cancelling Speed Restrictions Maintenance Representatives must notify the Network Controller if hot weather speed restrictions are: altered, or no longer required. If hot weather speed restrictions are no longer required, the Network Controller must arrange to tell affected Rail Traffic Crews and other affected parties Recording Speed Restrictions Network Controllers, Maintenance Representatives and Rail Traffic Crews must make a permanent record of the hot weather speed restrictions imposed, altered or cancelled on a CAN form Speed Limits During hot weather speed restrictions, rail traffic must not travel faster: than the advertised speeds in the Route Access Standard or as advised by the Maintenance Representative. NOTE As hot weather speed restrictions may cover extended areas of track, speed restriction signage is not necessary. This document is uncontrolled when printed. Version: 5.0 Date of Issue: 1 July 2018 Page 131 of 142

132 43 Infrastructure Booking Advice (IBA) No reference CoP (RISSB reference ANRP 3015 Version 2.0) 43.1 Purpose To prescribe the rules for reporting and notifying changes to the ARTC Network for: the temporary or permanent installation or removal of infrastructure, booking infrastructure into or out of use, and temporary bridging to release locking on signalling equipment. Infrastructure Booking Advice is NOT to be used as a method of protection for Work on Track activities. NOTE This Rule does not address the removal of overhead power supply. ARTC does not have Overhead Power supply. However in the Adelaide Metropolitan area adjoining Access Providers do have Overhead Power supply, which may pass over or run parallel to the ARTC network Advertising Infrastructure Work Maintenance Representatives must make sure that work on infrastructure that affects the configuration of the Network is documented and advertised. New infrastructure must be advertised before it is certified and commissioned. This document is uncontrolled when printed. Version: 5.0 Date of Issue: 1 July 2018 Page 132 of 142

133 43.3 Compiling Infrastructure Booking Advices The Maintenance Representative must use an Infrastructure Booking Advice (IBA) form to detail work that requires infrastructure equipment to be: temporarily booked out of use, permanently removed, newly commissioned, booked back into use, or temporary bridging to release locking on signalling equipment. Maintenance Representatives must compile the IBA form before equipment is removed or commissioned. The Maintenance Representatives must: send a copy of the IBA form to the appropriate Network Controller, or jointly compile the IBA form with the Network Controller. The Maintenance Representative must give a copy of the IBA form for work associated with a Local Possession to the Overall Worksite Supervisor or to the Worksite Supervisor for a Track Occupancy Authority or Track Work Authority. The Network Controller and the Maintenance Representatives must keep completed IBA forms Securing Infrastructure Infrastructure that is not yet commissioned, or has been decommissioned but not yet removed, must be secured against unauthorised use Certifying Infrastructure Infrastructure that has been installed or removed must be certified in an IBA form: filled out by the relevant Maintenance Representatives, and acknowledged by the Network Controller. This document is uncontrolled when printed. Version: 5.0 Date of Issue: 1 July 2018 Page 133 of 142

134 43.6 Booking Infrastructure Back into Use If infrastructure has been certified as working correctly, the relevant section of the IBA form must be signed. The Maintenance Representative must give a copy of the completed IBA form for work associated with a Local Possession to the Overall Worksite Supervisor or to the Worksite Supervisor for a Track Occupancy Authority or Track Work Authority. If parts of the infrastructure remain un-certifiable at the end of work, they must be booked out of use again in a new IBA form. The new IBA form must: be compiled before the original authority is signed, and include a reference to the IBA it replaces. The completed IBA form must include a reference to the new IBA form for those parts of the infrastructure that were not certified Using Uncommissioned Infrastructure Infrastructure that is not yet commissioned (uncommissioned) may be given limited certification for specific purposes including rail traffic movements. Before uncommissioned infrastructure is used: a Maintenance Representative must certify that it is fit for the specific purpose, and it must be advertised. Uncommissioned infrastructure must be: unsecured before use, and secured after use. This document is uncontrolled when printed. Version: 5.0 Date of Issue: 1 July 2018 Page 134 of 142

135 44 Using Infrastructure Booking Advices No reference CoP (RISSB reference ANRP 3016 Version 2.0) 44.1 Introduction Infrastructure Booking Advices (IBAs) are used to tell Network Controllers that infrastructure is: temporarily or permanently removed from service ( booked out of use ), installed or returned to service ( booked into use ), or temporarily bridged to release locking on signalling equipment or bridging has been removed. Maintenance Representatives and Network Controllers use an Infrastructure Booking Advice form to jointly compile IBAs Compiling an Advice Maintenance Representatives and Network Controllers Record details about the location of the infrastructure and the affected line. Record the type of infrastructure work to be listed in the IBA: existing infrastructure booked temporarily out of use, existing infrastructure permanently removed, existing infrastructure booked back into use, new infrastructure installed or signalling infrastructure to be temporarily bridged. Record the equipment identification numbers. Give details about the equipment. If the work was advertised, record the date of the advertisement. If signalling equipment is to be bridged temporarily, record the Bridging Authority Number. Record the time and date, and the name of each representative, against the relevant discipline. Sign the IBA on behalf of the discipline that you represent. This document is uncontrolled when printed. Version: 5.0 Date of Issue: 1 July 2018 Page 135 of 142

136 44.3 Completing an Advice if infrastructure is Certified Maintenance Representatives and Network Controllers Write Yes in the Certified column if infrastructure is to be certified fit for service on the existing IBA. Record the name of the representative of each discipline certifying the infrastructure, and the time and date, on the existing IBA. Strike through items that do not apply. Sign the IBA to certify the infrastructure for the discipline that you represent Completing an Advice if Some Infrastructure Remains Uncertified Maintenance Representatives and Network Controllers Write NO in the Certified column if infrastructure is not certified for return to service on the existing IBA. Fill out a new IBA to detail infrastructure that is not being returned to service. Carry over the relevant date of advertisement to the new IBA. If signalling infrastructure is to continue to be bridged temporarily, record the Bridging Authority Number on the new IBA. Write the reference number of the new IBA against the corresponding infrastructure details on the existing IBA. Write the reference number of the existing IBA in the Reference IBA No. column, for uncertified infrastructure included in the new IBA. On the existing IBA, record the name of the representative of each discipline certifying the infrastructure, and the time and date. Sign the existing IBA for the discipline that you represent. On the new IBA, record the name of the representative of each discipline certifying the infrastructure, and the time and date. Sign the new IBA for the discipline that you represent Keeping Records Network Controllers and Maintenance Representatives must keep IBA forms. This document is uncontrolled when printed. Version: 5.0 Date of Issue: 1 July 2018 Page 136 of 142

137 45 Infrastructure Booking Advice (IBA) Form No reference CoP 45.1 Introduction An Infrastructure Booking Advice (IBA) form is used to detail work that requires infrastructure to be: temporarily booked out of use, permanently removed, newly commissioned, booked back into use, or temporarily bridged to release locking on signalling equipment Mandatory Items The following items must be completed: 1 Infrastructure Booking Advice Number 2 Location of equipment 3 Details of affected equipment Booking-Out / Bridging Confirmation Section or Booking-In / Bridging Certification Optional Items Completing Item 4 Signalling equipment If signalling equipment is not to be bridged as part of the booking out / bridging or booking in / bridging put a cross in the check box. If signalling equipment is to be bridged as part of the booking out / bridging or booking in / bridging: tick the check box, and write the Bridging Authority Number. This document is uncontrolled when printed. Version: 5.0 Date of Issue: 1 July 2018 Page 137 of 142

138 45.4 Booking-Out / Bridged Confirmation If equipment is being booked temporarily out of use, permanently removed or bridged: tick the check box, record the Train Notice number and date that the details of the equipment to be booked out were advertised, or put a cross in the check box if the equipment to be booked out has not been advertised tick the check box, for whichever of temporary removal, permanent removal or bridging applies, and put a cross in the other check boxes the option that does not apply. The Network Controller and the representative of each discipline involved in the temporary removal, permanent removal or bridging must use the boxes provided to: for write the time, date and their name, and sign the form. If this equipment was booked out or bridged on a previous IBA and the equipment remains uncertified or bridged, record the previous IBA number in the Reference IBA No. column Booking-In / Bridging Certification If equipment is being booked back into use, commissioned or bridging is being removed: tick the check box, record the Train Notice number and date that the details of the equipment to be booked in were advertised, or put a cross in the check box if the equipment to be booked in has not been advertised, tick the check box, for whichever of booked back into use, commissioned or bridging removed that applies, and put a cross in the other check boxes for the options that do not apply, and review each item of equipment listed in Item 3 and write YES or NO in the CERTIFIED Y/N column. This document is uncontrolled when printed. Version: 5.0 Date of Issue: 1 July 2018 Page 138 of 142

139 If some equipment will remain booked out or bridged: complete a new IBA form with the details of the equipment not certified, or remaining bridged and record the new IBA number in the REFERENCE IBA NO. column. The Network Controller and the representative of each discipline involved in the temporary or permanent removal or bridging must use the boxes provided to: write the time, date and their name, and sign the form. This document is uncontrolled when printed. Version: 5.0 Date of Issue: 1 July 2018 Page 139 of 142

140 45.6 Example Infrastructure Booking Advice (IBA) Form This document is uncontrolled when printed. Version: 5.0 Date of Issue: 1 July 2018 Page 140 of 142

141 46 Centralised Traffic Control (CTC) Emergency Automatic Mode No reference CoP If the Centralised Traffic Control remote control system fails between Wolseley (exclusive) to Dimboola Loop (exclusive), all signals will be automatically restored to 'Stop' with the normal approach locking applying, the crossing loop will operate automatically allowing trains to enter either No. 1 or No. 2 track in the following sequence: 46.1 First Train Approaching Loop The first train in the approach section will be automatically signalled into the No. 2 track if unoccupied. The usual speed proving and approach operation applying on the home arrival signal. A second train in the approach section from the opposing direction will be automatically signalled into the No. 1 track. These movements are permitted to occur simultaneously when the system is in the automatic mode Second Train Approaching Loop A second train travelling in the same direction as the first will not be automatically signalled passed the home arrival signal whilst the first train is in the No. 2 track. Automatic mode will not permit one train to overtake another. The second train may enter the location under a Train Authority issued by the Network Controller. The facing points must be placed in the HAND position prior to issuing the authority P Emergency Key Switch The home departure signals will not operate automatically. Manual control is provided with the 5P key switch for these signals and is located in the telephone cabins. Key switches must not be operated without verbal consent from the Network Controller. The following notice appears above the key switches: 'Train crews must obtain permission from the Network Controller prior to the operation of these 5P key switches'. This document is uncontrolled when printed. Version: 5.0 Date of Issue: 1 July 2018 Page 141 of 142

142 The 5P emergency key switch is normally in the central position. When it is turned to the right, a call is placed on the points to run to the track applicable to the key switch. This call is only effective if there is no opposing movement in the single line section. If the single line section is clear, the points will run; when detected in their correct position and locked, the home departure signal will display a 'Proceed' aspect. The 'Proceed' aspect on the home departure signal will be cancelled by: 1. the passage of the train, or 2. turning the 5P emergency key switch left to the 'CANCEL' position. The 5P key can only be withdrawn when the key switch is in the centre position. EMERGENCY KEY SWITCHES End of Document This document is uncontrolled when printed. Version: 5.0 Date of Issue: 1 July 2018 Page 142 of 142