Rules 602 - 612

From the Automatic Signalling Rules 2011.





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602 Authorisation - Interlocked Stations


Separate Authorities:

A separate authority must be issued for each movement.

The following must be applied when authorising the relevant safe working procedure for entry or setting back:


Movement

Authority

1. Pass any signal governing entry to sections of track within station limits (Absolute)

Verbal from Signaller.

2. Pass an Approach signal, which may be outside of station limits but works in conjunction with a signal controlled by the Signaller (Absolute)

Verbal from Signaller.

3. Pass Station Entry boards. (Absolute)

Verbal from Signaller.

4. Set back within station limits

Verbal from signaller.

5. Pass a signal at a station which is "Switched Out" and the "A" light is not illuminated. (Permissive)

Self-authorisation by the Operator provided: It has been ascertained from Train Control that the signal box has been "switched out".


Disabled Trains

Where provided for in Local Network Instructions, a SWA-02 authority from Train ontrol is required when authorising relief movements associated with a disabled train.




603 Wrong Line Running

Train Control must advise Signallers and Operators when it is intended to initiate wrong line running over a Block Section that allows movements in one direction only.

For planned activity, wrong line running will be advised by Bulletin.



604 Safety Assurances: Protection against conflicting movement

  • Train Control, or where applicable, the Signaller, must complete the prescribed checks and safeguards to ensure there will be no conflicting movement or authorised track occupancy, before authorising a movement.
  • For disabled train arrangements, Train Control, or where applicable, the Signaller must first ensure the prescribe protection arrangements are in place.


603 Wrong Line Running

Train Control must advise Signallers and Operators when it is intended to initiate wrong line running over a Block Section that allows movements in one direction only.

For planned activity, wrong line running will be advised by Bulletin.



604 Safety Assurances: Protection against conflicting movement

  • Train Control, or where applicable, the Signaller, must complete the prescribed checks and safeguards to ensure there will be no conflicting movement or authorised track occupancy, before authorising a movement.
  • For disabled train arrangements, Train Control, or where applicable, the Signaller must first ensure the prescribe protection arrangements are in place.


605 Issue of Authority

  • The Operator must repeat the contents of the authority back to Train Control or the Signaller and obtain confirmation that the details are correct.
  • The Operator must cross-check the contents of the authority with any other qualified personnel riding in the rail vehicle cab.


606 Change of conditions

  • If a signal clears to "Proceed" after an authority has been issued, the Operator must advise Train Control or, where applicable,the Signaller who may:
    • require the movement to contine in accordance with the signal indicationm, or
    • "Withdraw the authority to enable the movement to continue in accordance with the signal indication.
  • If a train is no longer required to set back after an authority has been issued, the authority will be withdrawn by Train Control or, where applicable, the Signaller.
  • If a previously disabled train no longer requires assistance after an authority has been issued, Train Control will withdraw the authority provided the relief locomotive or train has been prevented from entering the Block Section
  • SWA-01 and SW-02 authorities are to be endorsed "Withdrawn at (time)" on both the original and duplicate copies. The top copy can then be destroyed.


607 Position of points

  • When issuing an authority Train Control or, where applicable, the Signaller will advise the Operator of the status of points beyond the signal or Block Entry or Station Entry board, including any intermediate siding.
  • All points must be checked for correct setting by the Operator except those confirmed as correctly set by Train Control, or, where applicable, the Signaller.


608 Speed of movement

  • After passing a signal at stop, the movement must travel at restricted speed, the Operator being prepared to find and stop short of an obstruction, a displaced rail, or defective level crossing warning equipment.
  • The Operator must ensure the train is stopped short of each set of points to be checked, including switchlocks, to ensure they are correctly set and secured to enable the movement to pass safely over them.
  • If the signal next in advance is observed to be displaying a "Proceed" indication, the Operator must not relax vigilance but must until the lead vehicle reaches the signal be prepared to stop the train clear of any obstructions.
  • When setting back or running on the wrong line, including relief rail vehicles recovering a disabled train, Operators must:
    • Ensure the prescribed requirements for propelling rail vehicles on the main line are complied with when setting back.
    • Make frequent use of the warning device, particularly approaching level crossings.
    • Unless it can be seen that the automatic warning devices are operating, reduce speed to 10 km/h approaching a level crossing because:
      • Road vehicle drivers may not expect trains travelling in the opposite direction
      • The level crossing approach track circuit may not activate if the system does not expect a train travelling in the reverse direction.
    • The train must slowly move onto and stop on the approach track circuit and not proceed until the warning devices are operating.
  • In the case of a "Permissive Signal" (Stop and Proceed) or a "Absolute Signal" (Stop and Stay) with the "A" light illuminated (permissive signals), the Operator must also be prepared to stop a safe distance behind a stationary train in the section. If the train ahead is observed to be moving, the train may follow at restricted speed maintaining a safe braking distance.
  • Authority to run at normal speed:
    • When Signals Engineering approves normal speed in a Block Section where signalling has been damaged, this must be authorised by Bulletin.
    • The Bulletin must include arrangements for the security of points in the affected section and will authorise Train Control to specify "Travel at normal speed" in Clause 8 Other Instructions when issuing the SWA-01 authority.


609 Clearance of limits of authority

  • Train Control will specify requirements for advising when a movement is clear of the limits of the authority when issuing a SWA-01 authority. This will require the Operator to advise when the movement is "Clear and Complete":
    of either:
    • Interlocked Station: when completely past the Departure or Starting signal or Block Entry board at the next Interlocked station, that govern entry for opposing movements into the same Block Section, to allow authorisation of an opposing or following movement,
      or,
    • Intermediate Signal: when completely past the Intermediate signal immediately beyond the location where the authority is issued, to allow authorisation of a following movement
  • When a disabled train is being cleared from a Block Section under SWA-02 authority the Operator will advise the movement is "Clear and Complete" when the disabled and relief train have completely cleared the Block Section past the Departure or Starting signal or Block Entry Board governing entry into the Block Section
  • The top copy of the SWA-01 or SWA-02 authority is to be destroyed by the Operator after confirming the movement is "Clear and Complete" of the limits of the authority.


610 Signals passed at danger (SPAD)

a. Train Control to be advised:

If aignal is passed at "Stop" or a Block Entry or Station Entry board is overrun, the Operator must advise Train Control and, where applicable, the Signaller immediately.

b. Authorisation to continue:


Movement

Authority

Starting Signals (Absolute)

1. Starting signal is passed at "Stop"

The Signaller, after completing the prescribed checks, may either verbally authorise the movement to:

  • continue, or
  • be piloted back withing the signal to enabale the movement to depart on a "Proceed" signal.

Departure Signals (Absolute)

2. Departure signal is passed at "Stop"

  • SWA-01 authority from Train Control for movement to continue, or
  • authorise the movement to be piloted back within the signal or board to enable the movement to depart on a "Proceed" signal. ##

Note ##
When the movement is set back within an interlocked station controllee by a local signaller, Train Control must first obtain the Signaller's permission and ensure that the movement has been protected.

Movement

Authority

Block Entry Board (Absolute)

3. Block Entry board is overrun.

SWA-01 from Train Control for movement to continue.

Movement

Authority

Intermediate Signals (Absolute and Permissive)

4. Siugnal is passed at stop.

The procedures for authorising movements past the specific class of signal at "Stop" will apply.

Movement

Authority

Interlocked Stations (Absolute)

5. Any signal or Station Entry Board id passed at "Stop".

The Signaller, after completing the prescribed checks, may either verbaly authorise the movement to:

  • continue, or
  • be piloted back within the signal to enable the movement to proceed on a "Proceed" signal.

Note
If setting back into9/within a Bliock Section is necessary, SWA 01 from Train Control is required.




611 Switch Locked Sidings

Switchlock Sidings within station limits are covered with Signals Rules.

a. Opening Switch Lock:

  • The Operator must stop the train on the track circuit extending from a white marker post to the switch locked points.
  • If not previously obtained before entering the Block Section, the Operator must obtain Train Control authority to open the switch lock.
  • In the case of switch locked points that crossover multiple main lines, the Operator must obtain Train Control authority after the train has stopped at the siding and before opening the switch lock door to avoid the signal protecting the Switch Lock reverting to "Stop" for an approaching train. Train Control must check the location of other trains approaching the siding before giving authority.
  • The Operator must open the Switch Lock door and "release" the Switch Lock (in accordance with local instructions) allowing the points to be operated to the reverse and normal positions as needed.

b. Train Not Required to Completely Enter Siding Before Continuing:

  • The Switch Lock must be left in "release" until shunting is completed and the locomotive has returned to the main line.
  • The Operator must then set the points in normal position for the mainline, restore the Switch Lock to "locked" and close and padlock the door.


c. Train Required to Completely Enter Siding Before Continuing:

  • Trains will be required to berth in a siding:
    • when required to clear the main line for other movements
    • when the train is to return to the originating station at the entrance to a Block Section.
  • The Operator must:
    • Berth the train clear of the siding trap or safety points, close the points, restore the Switch Lock to "locked", close and padlock the door and advise Train Control.
    • Ensure all subsequent movements within the siding do not encroach beyond the siding trap or safety points and risk colliding with trains that may operate over the Block Section whilst the train is in the siding.
    • Obtain permission from Train Control to open the Switch Lock when the train is ready to re-enter the Block Section.
    • After Train Control has ensured there are no conflicting train movements and given authority, the Operator may "release" the Switch Lock and move the train onto the main line.
    • The Operator must then set the points in normal position for the mainline, to ensure siding protection, restore the Switch Lock to "locked" and close and padlock the door.

d. When a train enters a Block section on a SWA-01 authority and is required to shunt a Switch Lock siding, the Switch Lock must be left in the "release" position until the train has returned to the main line.


e. When a Switch Lock is unable to be released:

  • Train Control will verbally authorise Signals Personnel to open the Switchlock, after obtaining confirmation from the Operator that the train is stopped at the points.
  • When shunting is completed and the movement has returned to the main line, Signals Personnel will restore the points to normal and lock the Switch Lock.
  • Signals Personnel will verbally certify to Train Control that the Switch Lock points have been secured for main line running. Train Control will endorse this certification on the Train Control diagram.


612 Protection of Multiple Lines

a. Operators must immediately advise Train Control in the event of an incident occurring that may have resulted in the adjacent line being obstructed.

It must not be assumed any obstruction has been detected by track circuits.

In axle counter areas the obstruction will not be detected.

b. If contact with Train Control can be established, Train Control must immediately warn any approaching trains and then arrange for the Block Section to be protected.

c. If immediate contact with Train Control cannot be established and the Operator cannot immediately ascertain if the adjacent lines are clear, the Operator must:

  • Determine the most likely direction a train would be travelling on the obstructed line, taking into account the normal pattern of train operations. Where movements regularly move in both directions, view lines and train speed when approaching from either direction should be taken into consideration.
  • Establish protection on the obstructed line 1550 metres from the obstruction. Protection will be the placement of 3 detonators, 10 metres apart on each rail.

d. Where practical, the Operator must use the locomotive to expedite the establishment of protection, after first ensuring the train is adequately secured for the expected period the locomotive will be detached.

e. The "red" tail light must be exhibited on the leading end when travelling to the protection location.

f. The Operator, or other qualified member of the train crew, must maintain and remain at the protection until released by Train Control. Should the train be manned by a single Operator, the locomotive must be returned to the train when the physical characteristics of the track require the support of the locomotive to maintain security.

g. If a train is observed approaching before protection can be established, the Operator must:

  • If driving a locomotive forward, sound the "Apply Brakes" whistles signal and exhibit a "danger" hand signal supplemented by "emergency" radio calls.
  • If walking forward, place the detonators on the rail, as above,provided it is safe to do so, and exhibit a "danger" hand signal supplemented by "emergency" radio calls.




Last Updated: Tue July 23 2013

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