Section 11: Train Working Flashcards
Rail traffic requires protection in all circumstances if
they need assistance, they obstruct or might obstruct adjacent lines, or the line is obstructed. May need it when delayed in track circuited territory
If rail traffic needing assesstance is in a location that prevents the Train Crew from placing audible warning device protections, the Network Control officer must
give the assisting rail traffic a “condition affecting the Network (CAN) warning
Where following movements are allowed into the same section, the Train crew must protect a delayed train following rail traffic if the train has been, or will be, stationary for more that 10 minutes unless
The locomotive driver is assured by the NCO that following rail traffic has been stopped or prevented from entering the same block or the locomotive driver of the immediately following train has given an assurance that their train is stopped at the signal at stop behind the delayed train
When protecting trains, the train crew must act in accordance with
Rule 416 - Disabled Trains and Rule 426 - Overdue Trains
Describe what a train crew must do in according with Rule 416
Tell the NCO about the failure, determine the nature of the failure and if required protect their train accordingly
Describe the principle of rule 426
If a train is overdue, the NCO must establish the train’s location
If an obstruction is reported, the NCO responsible for the affected portions of line must, in accordance with rule NGE 206 and
instruct locomotive drivers of trains in or approaching or potentially affected block to stop their trains immediately, prevent entry of further rail traffic into affected or potentially affected portions of line and make sure that blocking facilities are applied
The train crew of a stopped train must immediately protect themselves and their train against approaching traffic if
their train is or might be foul of adjacent lines and the locomotive driver is not assured that other rail traffic has been stopped or prevented from entering the obstructed block
The procedure for protecting a delayed train in track-circuited territory
If possible get NCO’s assurance that following rail traffic has been or will be stopped.
If not: place protection - 3 ATWDs on the line at the nearer of 500m behind the delayed train or the first signal at STOP behind the delayed train, return to the locomotive
The procedure when a stopped train needs assistance from another train and needs to be protected
Secure the train, tell the NCO that this has been done, Ask NCO about the direction from which assistance will approach
If assistance is approaching from behind
3 ATWDs must be placed on the line at the nearer of 500m behind the train or the first signal at STOP behind the train, Tell the NCO the location of the protection and return to the train
If assistance is expected from the opposing direction..
3 ATWDs on the line 500m forward from the train in the expected direction of assistance, tell the NCO of the location of protection, return to the train
The NCO’s procedure for providing an assistance train
If advice is not included in a Proceed Authority, give the Locomotive Drivers of assisting trains a CAN warning. Include the location of the train needing assistance and the location of the protection
The procedure for train crew when protection is needed for obstructed lines or for the lines adjacent to disabled rail vehicles if the vehicles are or might be foul of the lines
Ask the NCO to stop approaching traffic and set signals at STOP with blocking facilities applied.
If in Track Circuited Territory: fasten a track circuit shortening clip to the heads of the rails of the adjacent or obstructed line, confirm the affected signals show STOP.
Get an assurance that other trains in the sections have been stopped, place 3 ATWDs on affected adjacent lines 500m from obstructing train and 2 ATWDs a further 2000m in the direction of possible approach.
Return to train
The procedure for train crew to protect their trains near tunnels
Talk to NCO aking them to place controlled signals on affected lines set and kept at stop with blocking facilities applied, get assurance.
If train is closer than 500m to a tunnel, place 3 ATWDs on affected lines near opening of the tunnel on each end and 2 ATWDs a further 2000m in the direction of rail traffic approach
Propelling movements
control of movement from other than the leading end in the direction of travel
Propelling movements must
be directed from the leading end by a Qualified Worker, be controlled by a locomotive driver
The Qualified Worker directing propelling must safely
ride in or on the leading vehicle in a position designated as safe or walk beside the leading vehicle
Rail traffic must be propelled only
if it is not practicable to haul it and as far as authority to propel allows
throughout propelling movements
the route between the limits of authority to propel must be set safely, correctly and completely and signals, if available must be used to give Proceed Authorities
If communication between a Locomotive Driver and the Qualified Worker directing propelling is interrupted, the Driver must
stop the train immediately
A propelling movement must stop before and clear of a level crossing unless
the crossing is protected and/or there is no road or pedestrian traffic on or near the crossing
A propelling movement over a level crossing must
be directed by a Qualified Worker, Not proceed before it is safe to do so and not exceed 10km/h before the leading vehicle has cleared the crossing
Within yard limits, a train must be propelled only if the locomotive driver has
spoken authority from the NCO and the correct authority to start the movement
In a shunting yard, authority to propel is contained in
the authority to shunt
Other than in response to a partial overrun of a platform, a train may be propelled in the wrong running direction in a section only if the movement
does not conflict with another movement, and is authorised by the Train Controller in a Special Proceed Authority or is allowed in the Network Local Appendices
In Electric Train Staff, Ordinary Train Staff and Train Order system of safeworking territories, a train may be propelled over points that allow exit from a loop or siding without using a Qualified Worker to direct the movement from the leading vehicle, if the movement is necessary to pick up a crew member and:
the member has set the points for the main line, the line is not obstructed and it is safe to propel, level crossings included in the movement are protected by the Qualified Worker or the Signalling System
A train that has partially overrun a passenger platform may be “setback” if
within yard limits with the NCOs authority or outside yard limits only if the movement is not prohibited at the location and the rearmost vehicle has not passed the departure end of the platform
A train that has completely overrun a platform in a section must not be set back unless
authorised by the Train controller in a SPA
A train that has completely overrun a platform within yard limits must not set back without
the NCOs authority
If a train’s stop is or will become extended, the Train Crew must
secure the train, establish its location, tell the NCO about the location and reason why the train is overdue and if necessary protect the train in accordance with Rule 400
If it is necessary to inspect your train, train crew must
make sure that they and their train are protected against rail traffic on adjacent lines and tell the NCO the result of the inspection
If the train crew reports an overdue train as disables, the NCO must
act in accordance with Rule NTR 416 - Disabled trains
Before travel, operators must amek sure that
vehicles in a train consist are inspected and certified as meeting the operating standards specified in the Train Operating Conditions (TOC) manual, Details of the train’s consist and changes to the consist are promptly forwarded to Network control, During travel in the rail network, trains continue to comply with the requirements specified in the TOC manual
Trains, rakes of vehicles and vehicles must be re-inspected in accordance with the requirements specified in the TOC manual
After re-marshalling, if they stand without an attached locomotive for longer than the specified time and if vehicles that have not been examined within the specified standing time are attached.
Operators must make sure the train brakes are examined before a train travels in the Rail Network, and the brakes
work in accordance with the requirements specified in the TOC manual and are certified as doing so in current documentation carried on the train
When checking vehicle integrity, Operators must make sure that vehicle attachments, doors and loads are
secured and within the relevant rolling stock loading outlines specified in the TOC manual
If a qualified worker inspecting rolling stock finds an affected vehicle or load in a train consist, the affected vehicle must be
Repaired and certified by an Operator’s Representative as fit to travel, reloaded within the relevant loading outline, authorised to travel as an out-of-guage vehicle by an authorised Network Owner’s Representative, Detached from the train
Before a train travels in the Rail Network
speed-monitoring equipment where fitted must be working correctly, a driver safety system in accordance with the requirements specified in the TOC manual must be fitted and working correctly, a train whistle must be fitted to the leading end of the leading loco and working correctly, prescribed train lights must be fitted and working correctly and equipment fitted to communicate with Network Control must be working correctly
In respect to communications failure, the General Manager Operations, Train services must ensure
that appropriate controls are in place to ensure effective communications and all Train Crew and NCOs are advised of the Network Communication failure and that trains will enter the Network from maintenance centres, out of depots and sidings using an alternate means of communications as shown in NGE 230
Before a train travels in the rail network with dangerous goods, operaters must make sure that
the classes of dangerous goods and the identification numbers of vehicles carrying dangerous goods are recorded in the train consist documentation, goods are loaded labelled and marshalled in accordance with the Australian Code for the Transport of Dangerous Goods by Road and Rail (ADG Code)
During travel Train crews must inspect their trains in accordance with the requirements specified in the TOC Manual and observe passing trains for
abnormalities of equipment, loading and security and unsafe conditions, defects and failures
Qualified Workers must report abnormalities and unsafe conditions in passing trains to
the crew of the passing train and the NCO
If unsafe conditions or defects in a traveling train are suspected or reported, train crew must
if necessary, stop the train, Tell the NCO and if possible check and remedy the faults
If unsafe conditions or defects are reported to the NCO, they must
Tell the affected Train Crew about unsafe conditions and defects and follow the requirements of reporting and responding to Conditions Affecting the Network (CAN)
A defective vehicle that the Train Crew considers to be unable to travel must be moved only in accordance with
Rule NTR 414 Defective Vehicles
If the speedometer in the leading motive power unit is observed or reported to be defective during travel, train crew must
if possible, remedy the defect
If a speedometer fault persists, train crew must
not exceed the speed limits (check speeds against KM pegs with a stopwatch)
A train with an affected speedometer may continue to travel until
the train is re-marshalled at the first suitable location, the equipment can be repaired or replaced or the motive power unit is worked out of service
If a train’s brakes are suspected or reported to be defective during travel, train crew
must act in accordance with Rule NTR 404 Using brakes
If you need to completely isolate some faulty Locomotive Driver safety system equipment in the leading motive power unit during travel, Train crew
must tell the NCO
A train with faulty locomotive driver safety system equipment may continue to travel until
it is re-marshalled at the first suitable location or it is taken out of service at a suitable location
For a train with faulty locomotive driver safety system equipment, the NCO must
monitor the journey of the affected train
If the locomotive safety systems of a train with a single crew member is the driving cab fail completely, the Locomotive driver must
stop the train and tell the NCO
before S train with a single crew member and locomotive safety systems in the driving cab fail completely, before continuing the journey the Operator must
arrange to provide a second Qualified Worker in the driving cab
If a train’s lights are suspected or reported to be defective during travel, The Train Crew must act
in accordance with Rule NTR 406 Using train lights. At least 1 font marker and 1 end of train marker light, CAN for other trains, Arrange repairs for ditch lights, Normal speed if good Vis., Restricted speed if Low Vis.
If the train communications equipment in the leading motive power unit is found or reported to be defective during travel, Train crew must
Report the failure to the NCO as soon as possible
If the train communications equipment in the leading motive power unit is found or reported to be defective during travel, The NCO must
arrange for affected train controllers and NCOs to be told about the failure
If the train communications equipment in the leading motive power unit is found or reported to be defective during travel, Operators must
arrange for alternative means of effective communication by Train Crews with Train Controllers and NCOs
A train with Affected Communications equipment may continue to travel until
the end of its scheduled journey and taken out of service to a suitable maintenance location
If a train whistle becomes defective during travel the train crew must act in accordance with
the Rule NTR 408 Using train whistles, whereby the whistle is defective the locomotive may require remarshalling or repairs before continuing. Tell NCO, Use headlights, Stop at crossings
Trains that come to a stand on grades must be held stationary in accordance with the requirements specified in the
Train Operating Conditions (TOC) manual (Section 3)
If there are additional motive power units in a train, the locomotive driver in the leading locomotive must
have control of the automotive air brake throughout the train and direct additional train crew to apply or reduce power as required
If during travel, there is an abnormal application of airbrakes or the braking performance is inadequate, train crew must
bring the train to a complete stop, follow the requirements of Rule NTW 400 - Protecting trains, if possible determine the cause of the application or the extent of the defect and remedy the cause/defect and tell the NCO if the defect cannot be remedied
Before detaching a locomotive from a train, Train crew must
secure the train against movement in accordance with the requirements specified in the TOC manual (Section 3)
after attaching a locomotive to a stationary train, crew crew must
fully pressurise the brake pipe before releasing the handbrakes
If handbrakes cannot be applied or if handbrakes are suspected or reported to be applied during travel, the Train crew must, if possible
determine the cause of the defect, remedy the defect and if the defect cannot be remedied, tell the NCO