Section 10: Special Working Flashcards
Manual block working
a method of manually preventing rail traffic entries into occupied blocks
Manual block working must be used if
it is specified in other network rules, a train has been advertised as a block train, rail traffic does not reliably operate track-circuits, the NCO needs to block rail traffic or the signalling system is not or might not be operating correctly
The NCO or HandNetwork Control officers controlling entry to a block must not
authorise rail traffic to enter the block before the block is clear
Blockposts may be used to divide
a pilot staff section into blocks or a block under “manual block working” into smaller blocks
Block posts allow
more frequent following movements and are established at designated locations
If a signal box is used as the block post location, the Proceed Authority will be given:
in the right running direction, by fixed signals where they are available, or where they are not available, by the Qualified worker standing at the block post OR in the wrong running direction by the Qualified Working standing at the block post
Basic block working may be used on
unidirectional and bidirectional lines in RVD territory or Block Telegraph territory, but may be used only for movements normally allowed by those systems of safeworking
Condition affecting the Network block working (CAN block working)
manual block working using a CAN form to warn train crew about the working. May be used only for right running direction movements on unidirectional lines
The authority to enter and occupy a block under “Manual block working” is
clearing of the signal allowing entry, the authority of a handNetwork Control Officer at a block post or passing a signal at STOP in accordance with Rule 608
The limits for basic block working extend from a controlled signal to
Another controlled signal, a nominated location
After rail traffic enters the basic block working limits, NCOs must
set the entry end signal at stop with blocking facilities applied and Maintain the blocking facilities until rail traffic has passed completely beyond the nominated location
A limit for CAN block working may be
a working controlled signal or an affected automatic signal with a HandNetwork Controll officer in position
Clearance HandNetwork Control Officers are expected to
go to the specified location and Make sure they stand in a safe place, have a clear view of approaching and departing rail traffic and have effective communication with the NCO, the PO and the HandNCO at an adjoining block post
Unless train crew are instructed otherwise, signals detailed in a “CAN form” may be passed at STOP:
without further authorisation and at normal speed
Before authorising establishment or removal or a block post, the Train Controller must be assured that
the line is not occupied between the limits of CAN block working and Rail traffic will not be authorised to enter the portion of line being used for CAN block working before the block post has been established or removed
Block posts must not be located so that rail traffic
stands on a level crossing or stand on the controlling track-circuits of an automatic level crossing
If practicable, warming signs must be placed 500m before
a block post or if it is an automatic signal, the exit end limit
If an automatic signal is used as the exit end limit, the HandNetwork Control officer at the exit end limit must stop all traffic and tell the train crew
that the exit end limit has been reached and to obey the next signal
Before authorising rail traffic to enter the CAN block working limits, NCOs must arrange to issue drivers with a CAN form including
CAN block working limits, details of block posts, locations of warning signs, Identification details of signals that may be passed at stop without further autherisation and whether train stops have been suppressed
The CAN form for the first rail traffic to enter the CAN block working limits may include instructions to the locomotive driver to
if necessary, check and set points and if necessary clip and lock facing points
Before ending CAN block working, the Train Controller must be assered that
it is safe to do so and block posts and HandNCOs have been removed
A Special Proceed Authority must
specify the limits for the movements that it authorises and specify the line to be used, but not specify routes within yard limits of attended locations and remotely controlled locations
A Special Proceed Authority may
include more than one section within its limits and/or allow removal of a train in portions from a section
In respect to SPAs, NCOs must
not authorise conflicting occupancies or routes and makes sure that planned movements are safe
In regards to SPAs the Train Controller must make sure or be assured that
the area of the SPA, excluding attended interlockings will be occupied only by authorised rail traffic for the period of SPA, effective communication is established, Prior Proceed Authorities have been cancelled or fulfilled, unless authorised by the train controller intermediate signal boces and local control panels are not swtiched in or out, current work on track authorities are cancelled or fulfilled, obstructions are protected and facing points have been or will be clipped and locked by a Qualified Worker
If available, signals within the limits of the SPA must cleared train crew must pass signals at stop only
if so authorised in the SPA or In accordance with Rule 608
The train controller must arrange for a SPA to be issued to
train crew carrying out the authorised movements and/or NCOs at attended locations and for remotely controlled locations involved in authorised movements
If a SPA authorises movement through and beyond an attended location or a remotely controlled locations, the locomotive driver
must not pass the arrival end yard limit until authorised by the NCO and follow the instructions of the NCO for the locations
A SPA must be cancelled only if
the train controller is assured that the authorised movement has not started or has bot been completed and the affected Qualified Workers have been told that the SPA will be cancelled
A SPA must be marked as fulfilled only if
the train controller is assured that the authorised movement has been completed and the affected Qualified Workers have been told that the SPA will be fulfilled
A SPA must be cancelled or fulfilled only if the Train controller has been assured that, unless they are required for a subsequent movement
point clips and locks have been or will be removed as directed and blocking facilities will be removed
Difference between a SPA and a CAN form
SPA is a proceed authority which provides for and directs train crew to proceed and follow the directions contained.
CAN form is an advice form to train crew warning them of conditions affecting the network
Pilot Staff working
A method of special working that may be used to authorise rail traffic movements that are not permitted under a system of safeworking, allows following rail traffic entry into an occupied pilot staff section but not into the same block
The pilot staff section must be marked with
the limits of pilot staff working, either the line for which pilot staff working is authorised, or a reference to the lines detailed in the Pilot Staff Notice
The half staff for a pilot staff section must be marked with
The pilot staff working limit or fir unidirectional movements only, the entry end half staff if the exit end half staff for the pilot staff section is secured out of use
A pilot staff section extends from
the sigal or stop sign at the entry to the portion of line used for pilot staff working through to the signal or stop sign at the exit from the pilot staff section
The pilot staff working territory may include more than one section usually provided by the system of safeworking if
a large pilot staff or Pilot staff Ticket is used as the token, half staffs if present are removed and secured and the working has been advertised
For unidirectional lines, pilot staff working limits are expressed in terms of
travel in the right running direction, a pilot staff section must extend from a starting or home/starting signal at the entry end to a home signal or stop sign at the exit end
For rail traffic working arrangements where there is no suitable starting or home/starting signal, a pilot staff section may extend to the signal or the stop sign at the exit end of the section, from:
the signal or stop sign immediately protecting the points or crossover being used or the first available signal within 2000m beyond the points or crossover being used or an additional stop sign placed not more than 2000m beyond the points or crossover being used
If the pilot staff section extends from the first available signal or the additional stop sign in the right running direction and opposing stop sign must be placed
at least 500m beyond the signal or stop sign, to control the approach of rail traffic from the wrong running direction
If points or a crossover used for pilot staff working is not immediately propected by a running signal in the direction of approach,
a stop sign must be placed 120m before the facing points of the crossover
If there is no signal within 2000m of a stop sign being used to protect points or a crossover for right running direction travel in a pilot staff working section
a distant warning sign must be placed 2000m before the stop sign
In Pilot staff working sections a a warning sign must be placed
2000m from the first stop sign reached by rail traffic approaching from the wrong running direction
If the route used for pilot staff working section changes from one running line to another
temporary speed restriction signs must be placed, in accordance with NSG 604 Indicators and signs, to indicate approach to a crossover
For Bidirectional lines in pilot staff sections must extend from
a starting or home/starting at the entry at the entry end to the opposing starting or home/starting signal at the exit end
For bidirectional lines in token systems, a pilot staff section must extend from
the home signal at one end to the opposing home signal at the other end
For pilot staff working sections, the Train Controller must make sure or be assured that
Effective communication is established, Prior Proceed Authorities and work on track authorities for affected portions of line have been cancelled or fulfilled, unless authorised by a train controller intermediate signal boxes and local control panels on live roads in affected sections are not switched in or out while pilot staff working is in force, the interlockings at both ends of the pilot staff section are attended, level crossings obstructions and worksites are protected, when not being used as pilot staff working Proceed Authority signals used to allow entry to the limits of pilot staff working are set and kept at stop, blocking facilities are applied, if necessary facing points are or will be clipped and locked before rail traffic travelling nder pilot staff working passes over them
If other reail traffic movements will conflict with the authorised pilot staff working, the Train controller must be assured that the movements are prevented by
signals set at stop, groundframe releasing switches set in the normal position, application of blocking facilities and if blocking facilities cannot be applied, arranging for issue of “CAN forms” to relevant Train Crew
To change an established pilot staff section, the Train Controller must
Cancel the existing Pilot Staff Working INtroduction form and Issue a new Pilot Staff Working Introduction form
A pilot staff is
a large pilot staff or two joined half-staffs
Large pilot staffs are individually numbered and inscribed
if the aperture is diamond shaped black and white or if the aperture is circular black and yellow
Large pilot staffs
authorise movements in either direction over a line. They are numbered and inscribed to identify them. A label receptacle is in the head of each staff
Half-staffs are
secured in locks at the ends of some bidirectional sections. Removing them from its lock prevents clearance of signals allowing entry to the section
Half pilot staffs (Half staffs) are used for
Pilot staff working of rail traffic over some signalled bidirectional sections of line, or protection of work on track
A half-staff is marked with
the name of one end of the section, if necessary the line or the location name and sometimes a location number or signal number
Pilot staff tickets
used in the situation where the pilot staff has already been issued for one movement and there is another, subsequent train crew movement in the same running direction to follow, they are issued as “the token”
Before arrive aat the location where pilot staff working is in operation, Train Crew must be warned
That pilot staff working is in use and to expect the signal before the entry to the limits of pilot staff working to be at stop
The authority to enter a pilot staff section is
possession of a pilot staff, or a half-staff or pilot staff ticked or clearning of the relevant signal, spoken authority from the NCO or the NCO’s representative, or a proceed handsignal
When working in pilot staff sections, a locomotive driver must hold
the pilot staff, a pilot staff ticket having seen the pilot staff, the half-staff having seen the pilot staff working authority introduction form, a pilot staff ticket having seen the half-staff and the pilot staff working authority introduction form or a half-staff having seen the NCO separate the joined half-staffs
Before authorising rail traffic to enter or exit a pilot staff section, the NCO must make sure that
the Train Controller has authorised the movement, the block ahead is unoccupied, the correct route is set and secured and no conflicting routes are set
Before entering a pilot staff section, the Locomotive Drive must
check that the half-staff or pilot staff is correct for the section and pass signals at stop only if authorised in the Pilot Staff Notice (PSN) or in accordance with RUle NSG 608 Passing signals at stop
The Train Controller may authorise a Locomotive Driver holding the pilot staff or half-staff for the section to
travel through the section, terminate at an intermediate location clear of the main line or travel to a nominated location within the section and return to the entry
Before authorising the return of a train through Pilot staff working territory the Train Controller must
advise NCOs and Arrange for affected HandNetwork Control Officers at block posts to be told about the movement
In pilot staff working sections, HandNetwork Control Officers must be stationed at
stop signs, block posts, protecting signals which must be passed at stop to enter or exit the limits of pilot staff working and Automatic level crossing
Who can authorise the establishment and removal of block posts
Only the Train Controller
Block posts must not be located so that rail traffic
stands on a level crossing, stands on the controlling track cercuits of an automatic level crossing
Before authorising establshment or removal of a block post in a pilot staff section, the train Controller must be assured that the pilot staff section
is not occupied, will not be occupied before the block post is established or removed
Before authorising establishment or removal of a block post in a pilot staff section, the Train Controller must be assured that the pilot staff section
is not occupied and will not be occupied before the block post is established or removed
If the NCO cannot be sure that the block beyond the pilot staff working section is clear of rail traffic, the must
arrange for a clearance HandNetwork Control Officer to be placed at the first running signal beyond the pilot staff working section
The clearnance HandNetwork Control officer for a pilot staff section must
report clearance of rail traffic past the signal to the NCO and not do any other work
When Transferring pilot staffs, The Train Controller must
make sure that the pilot staff section is not occupied and tell the NCOs at both ends of the pilot staff section and at intermediate locations
A half-staff authorises movements in
only one running direction
When using half pilot staffs for unidirectional movements, the Train Controller must be assured that the exit end NCO for the section has
Withdrawn the exit-end half-staff from its lock and secured it out of use
To authorise bi-directional movements, half-staffs must be
joined
If it is necessary to separate joined half-staffs and to return one half-staf to its correct location by rail, a NCO must make sure that
the joined half-staffs are separated in the sight of the locomotive Driver, the Correct half-staff is given to the locomotive driver, the remaining half-staff is secured out of use and the locomotive driver is given a Pilot Staff Notice (PSN) recording that the remaining half-staff has been secured out of use
Pilot staff working may be suspended if
the section is not required for rail traffic movements and the Train Controller is the only person with the authority to do this
A system of Safeworking may be suspended only on the authority of the
General Managers and Operational Standards
The suspension of Safeworking may be implemented through officers holding the position of
Manager of Safeworking Operations, Manager Train Control Sydney Trains, Assistant Manager Train Control Sydney Trains, Manager Train Control Broadmeadow, Manager Train Control Junee, Manager Country Regional Network or Train Control Supervisor
Officers implementing suspension of Safeworking must be assured that
workers can carry out their duties safely and Rail traffic under the suspension of the system of Safeworking can do so safely
During suspension of a system of safeworking, the method of working introduced in its place must use as much as possible of
the principles of the suspended system of Safeworking and the normal procedures of the suspended system of Safeworking
Before suspending the system of Safeworking, an implementing officer must
determine that a method of special woring will not allow train services, issue written and signed instructions about the method of working to be used and direct that planned movements be safe and that conflicting movements not be permitted
When suspending Safeworking, the Implementing officer must arrange for copies of the instructions to be given to
Train controllers for the affeted areas, affected NCOs at attended locations, Affected Train Crews and other affected workers
When implementing the suspension of safeworking, the implementing officer must make sure that the instructions
specify the limits for the authorised movements, do not permit conflicting routes to be set and specify how signals at STOP are to be passed
When implementing the suspension of Safeworking, the implementing officer must be assured that
effection commnication will be established, issued Proceed Authorities for movements in the affected areas have been cancelled or fulfilled, unless switching in or out is authorised in the instructions intermediate signal boxes and local control panels within the affected areas will not be switched in or out, if necessary rail traffic in the affected areas has come to a stand and before it is authorised to do so other rail traffic will not enter affected portions of line
WHen suspending Safeworking the implementing officer must make sure that the instructions require that
level crossings obstructions and worksites are protected, pacing points for the movements are secured and if available fixed signals are cleared
