Section 6: Responding to network signals and Indicators/signs Flashcards
A signal
a trackside piece of infrastructure that provides the train crew a visual indication of the status of the track ahead of the intended movement
Train Crew and Qualified workers directing shunting and propelling movements must obey the indications and instructions displayed by
signals, indicators and signs
Conditions Affecting the Network information may be recorded on a
CAN form.
CAN form
an advice form to drivers warning of conditions affecting the network such as defective level crossings and other associated infrastructure
If a train is standing at a signal, the Network Controller MUST NOT change the indication of the signal to a more restrictive aspect unless
there is a CAN or the route needs to be altered and it is safe to do so
A running signal authorises
a through movement between that signal and the next running signal
A subsidiary signal does not give confirmation that
the line ahead is completely clear from a through train movement
If a shunting/subsidiary signal is used to authorise (RED/RED, Small steady yellow) rail traffic to pass a running signal at STOP train crew must
Proceed at restricted speed
A proceed indication by a shunting signal is an authority to PROCEED up to and not beyond the first of the following limits reached
shunt limit sign, stop sign, indicator showing the points are not set, catch points are open or a derail device is set, set of non interlocked points, signal for the direction of travel
A Network Controller may use a subsidiary shunting signal to authorise rail traffic to pass a home signal, if the running signal
fails to clear or cannot be cleared because rail traffic occupies the line beyond the signal
If the appropriate running or shunting signal cannot be cleared for the intended movement then the rail traffic movement must be made in accordance with
rule NSG 608 passing signals at STOP, whereby a Special Proceed authority may need to be compiled in some circumstances
Special Proceed Authority
a form used to authorise rail traffic movements when the Proceed Authority normally provided by the system of Safeworking in operation is not available
The SPA form is usually
compiled by train crew as dictated by the Network controller, then repeated back to the Network controller and confirmed as correct if read back exactly as dictated
If both a co-acting signal and the associated primary signal display stop,
Rail traffic may pass the co-acting signal, but must STOP at the associated primary signal
Signals may be passed at STOP by rail traffic only in accordance with
the relevant network Rule NSG 608 - Passing Signals at Stop and may require a Special Proceed Authority (SPA) form to be compiled
CLOSE UP signals indicate
that the line to the next signal is not occupied. They authorise rail traffic to PROCEED, but to expect the next signal to be at STOP
What does a CLOSE UP signal look like
RED or RED/RED with a subsidiary that has “CLOSE UP” sign on it
What doe LOW SPEED signals look like?
Small in line green light. RED or RED/RED with little green
Low speed aspects indicate
that the line to the next signal is not occupied. They authorise traffic to PROCEED but to expect: the next signal to be at STOP and the line beyond the next signal to be occupied
A PROCEED indication shows that
interlocked points protected by the signal are set in the correct position for the movement and no conflicting route has been set. The block is unoccupied as far as the next running signal
A PROCEED indication by a shunting signal does not indicate
that the block ahead is unoccupied - a shunting signal will not show a clear indication (green)
A fixed signal indication must be treated as STOP if
it is an illegal signal indication, there is no indication, there is no indication other than the route indicator or it is not understood
A signal indication is illegal if it is not consistent with
the aspects and indications used in the railway network, the indications of adjoining signals and the known condition of the line, what is known about the occupancy of the line
Qualified Workers must report illegal signal indications to
the Network control officer responsible for the portion of line. Affected signals must not be used to provide PROCEED indications before they can been certified back into use
If a light in a colour light running signal is not visible, Drivers or track vehicle operators must
act as if the aspect is the most restrictive combination for the remaining displayed lights
If a colour light signal shows a PROCEED indication without the route indicator being visible, drivers must
obey the PROCEED indication
If, in darkness, no lights are displayed by a semaphore signal, drivers must
obey the indication displayed by the signal arm
A signal that is not in use must
have a large white X hung over the signal or if next to a functioning signal, have its head covered or turned away from the line
Signals for a unidirectional line are prefereably to the left of the line in the direction of travel. If this is not possible, they may be placed
above the line or to the right of the line
Signals for a double-line bidirectional line are usually
for travel in the usual running direction, to the left of the line and for travel opposite to the usual running direction, to the right of the line
If a signal is placed to the right of the line//
a left pointing arrow may be used to indicate the line to which the signal applies
In Token Territory, treat YARD LIMIT signs as
absolute PROCEED only when authorised by the Network Control Officer (only proceed past the sign with Authority from the Network Control)
In Token territory, treat YARD LIMIT P signs as
STOP, treat as permissive. Check that the line ahead is not obstructed then proceed at restricted speed
In Train Order territory, treat YARD LIMIT sign as
STOP unless authorised to PROCEED on a Train Order
In Train Order territory, treat X sign
as departure end yard limit of a location. It required by the Train Order, report departure beyond the location
In signalled territory treat YL and EYL
in accordance with the Proceed Authority
When passing a decreasing speed limit sign, drivers must
make sure that the front of the train passes the sign at or below the speed given by the sign
If speed signs allow an increase in speed
drivers must not increase speed until the rear of the train has passed the speed sign
Network Control Officers must warn drivers entering a portion of track affected by temporary speed restrictions until
the Maintenance Representative says that they can travel at normal speed, temporary speed been installed or affected portions of track are protected by HandNetwork Control Officers
If temporaty speed restrictions are continued the Maintenance Representative must
advertise the restrictions in a Weekly Speed Notice
Describe temporary track speed signs for passenger trains
black text on white background
Describe temporary track speed signs for freight trains
Black text on a yellow background
For temporary track speed signs, a speed indication plate at the bottom of a sign shows the speed that is going to apply between
the next CAUTION sign and the following CAUTION or CLEARANCE sign
For temporary track speed signs, a speed indication plate at the top of a sign shows the speed that applies
from the sign to the next sign
Describe the warning sign for Temporary speed signs
2500m before the affected portion of track, white text on blue background with a blue flashing light. The bottom of the sign shows the limit that applies in the affected section
Describe the Caution sign for Temporary speed signs
50m before the affected portion of track, Red text on a yellow background with an amber flashing light. The top of the sign shows the limit that applies in the affected portion
Describe the clearance sign for Temporary speed signs
50m beyond the affected portion of track. Black text on a white background with a white flashing light. Temporary speed restriction no longer applies. Normal speed may be resumed
When there are multiple routes that might give access to an affected line temporary speed signs must
be placed on all lines that might give access to the affected line and warning and caution signs must have a supplementary sign to indicatre the track to which the speed restriction applies (Blue arrow on white background)
Describe Permanent speed signs
Are fixed to the line at locations nominated in the Train Operating Conditions (TOC) manual and show the maximum speed for the portion of line
Black and yellow permanent speed sign applies to
NORMAL: locomotive hauled passenger and freight trains, CityRail trains, All track maintenance Vehicles, Rail motors and 620 class diesel trains
Black and white permanent speed signs apply to
XPT, Explorer, Endeavor, Hunter
Black and white with MU permanent speed signs apply to
MULTIPLE UNIT: XPT, Xplorer, Endeavor, Hunter, Cityrail Trains
If there is no speed sign at a turnout…
rail traffic must not travel faster than 25km/h through the turnout
Black and yellow turnout speed sign applies to
NORMAL TURNOUT: locomotive, hauled passenger and freight trains, CityRail trains, All Track Maintenance Vehicles, Rail Motors and 620 class diesel trains
Black and white turnout speed signs apply to
XPT TURNOUT: XPT, Xplorer, Endeavor, Hunter
Black and white with MU turnout speed signs apply to
MULTIPLE UNIT TURNOUT: XPT, Xplorer, Endeavour, Hunter, CityRail trains
Advisory speed signs
Provided where there is not enough sighting distance, to allow trains travelling at the indicated speed to stop at the second signal ahead
Describe an advisory speed sign
Round yellow sign with Red text
Freight train speed signs indicate
a maximum speed of 80km/h for freight trains travelling inside the area bounded by Ourimbah, Westmead, Casula and Unanderra, including Coniston to Port Kembla North
Describe a Freight train speed sign
White sign with Black text and a blue circle with a yellow speed in the middle
Electric trains must not pass electric train stop signs except if
they are authorised to travel with pantographs lowered as they will run out of contact with overhead wire
No Safe Place signs are provided in the network where
there is no safe place to retreat to to avoid being struck by rail traffic
Rail traffic MUST NOT pass an absolute signal at STOP unless it is authorised to do so by
the Network Controlled, By a HandNetwork Controller acting under the Network Controller’s instruction or Under a method of Special working
Rail traffic MAY pass a permissive signal at STOP is the
Network controller does not instruct the Train crew to remain standing at the signal, train crew considers that it is safe to pass the permissive signal (Stop, boil kettle, discussion, contact control, wait 1 min)
If a signal at STOP carries an instruction sign, drivers must
follow the directions on the sign
If a signal at STOP does not clear within the expected time, Train crew must
try to speak to the Network Controller unless exempted by rule 608 and must give the Network Controller their train number, signal number/signal designation
Before authorising a driver to pass an absolute signal at stop, the Network Controller must get available information about the condition of the black ahead from
the track indicator diagram, records of previous rail traffic movements, work on track authority records, reports about the location of the last rail traffic to enter the block, The Network Control Officer at the other end of the section (if applicable)
In regards to the condition of the block ahead, the Network Controller must make sure that
points are set correctly for the route, points that are facing points or become facing points are secured
In regards to the condition of the block ahead, the Network Controller must tell the train crew
the location of the last rail traffic to enter the block or that it has left the block complete, the location of obstruction or failed infrastructure in the block or that the block has been reported as not obstructed, whatever else is known or not known about the condition of the block ahead
If the condition of the block ahead is not known, the driver of the first rail traffic to transit the block must report
the condition of the block to the Network Control officer as soon as practicable and when the train or track vehicle has exited the block
How would a Network Controller obtain information about the condition of the block ahead?
Reports from trains that had previously passed, contacting other network controllers, track indicator diagrams
Authority required to pass a signal at stop for movements beyond yard limits, starting or home starting on rail vehicle detection territory bidirectional portions of line (Absolute)
Rules 302, 304, 514, 516
Authority required to pass a signal at stop for movements within yard limits, starting or home starting on rail vehicle detection territory bidirectional portions of line (Absolute)
Rule 418
Authority required to pass a signal at stop for starting or home/starting at attended locations in token territory (absolute)
Network Controller (Token)
Authority required to pass a signal at stop for starting or home/starting on Rail Vehicle Detection territory unidirectional portions of line (Absolute)
Network Controller (RVDT)
Authority required to pass a signal at stop for Home, outer home or accept at attended locations (Absolute)
Network Controller (Attended)
Authority required to pass a signal at stop for Starting, Home/starting, home, outer home or accept at unattended locations (Permissive)
608 (permissive)
Authority required to pass a signal at stop for Outer home fitted with a P sign (Permissive)
608 (P sign)
Authority required to pass a signal at stop for automatic signals (permissive)
608 (auto)
Authority required to pass a signal at stop for Repeater signals (Permissive)
Instruction sign (Rptr)
Authority required to pass a signal at stop for Distant Signals (Permissive)
Instruction sign (Dst)
Within the limits of a LPA or TOA, drivers must pass signals at STOP in accordance with
rule NWT 314 work trains - workers trains only to pass into the section with authority
If not able or required by rule 608 to speak to the Network Controller (Permissive signals), then drivers must
wait one additional minute over the expected time before passing permissive signals at STOP
Before passing an automatic signal at stop when the train crew can see that the block ahead is obstructed,
they must speak to the Network conroller
Before passing an automatic signal at stop when the train crew cannot the block ahead
they must try to speak to the Network Controller
If the train crew is unable to speak to the network controlle, they may pass the automatic signal at STOP if
they can see that the whole block ahead to the next signal is unobstructed
When passing a signal at stop, the train crew must record
in permanent form, the time and the signal number or designation of the signal passed at stop
At unattended locations before passing home, outer home or accept signals at STOP, or outer home signals fitted with P signs, a train crew must
confirm that the location is unattended, make sure that the line ahead is unoccupied, make sure there is no conflicting movement, makes sure the route is set, proceed at restricted speed
Before passing a starting signal at stop at unattended locations in token territory
a train crew must hold the correct token for the section or a SPA
Beyond a permissive signal at STOP, drivers must
travel at restricted speed, not rely on assurances that the block ahead is clear, expect that the first signal ahead to be at stop
If rail traffic in the block ahead needs assistance, the Network Control officer must act in accordance with
Rule 414 - Defective vehicles and Rule 416 - disabled trains
Rail traffic must not pass main line indicators and mechanical point indicators at STOP unless
points have been checked and set for the route, and if necessary, the points have been clipped and locked
A movement overruns its limit of authority if, without authority it
passes a signal at STOP (SPAD), passes a sign that shows a limit of authority, exceeds the limit of a Train Order or SPA, or enters a block without the correct authority
SPAD
Signal passed at danger, a rail track signal passes at STOP in either the forward or reverse direction without authority (signal not cleared)
Driver who find that they have overrun a limit of authority must immediately
stop their trains, tell the Network Control Officer
In response to an overrun of authority, the Network Control Officer must
stop rail traffic that has overrun its limit of authority and not stopped, stop and prevent other movements that are at risk, tell affected drivers to wait for further instructions, if a starting or home/starting signal has been passed, tell affected Network controllers, tell the train transit manager
In response to an overrun of authority, the Network Control Officer must arrange to
determine the method of working to be used to clear the tain, assess if the train crew is fit to continue the journey, tell the affected operators representative, issue a Network Incident Notice (NIN)
Blocking facilities are facilities or devices used by Qualified Workers to prevent
unintended issue of Proceed Authorities or Signalling or point equipment operation
Unless allowed in rule 614, Equipment with blocking facilities applied
must not be operated and Network Controllers must not issue Proceed Authorities for sections the Train control diagrams show as blocked out of use
In regards to Blocking facilities, unless you are assured by the Network Control Officer, do not assume that
signals have been set at STOP, points have been correctly set, blocking facilities have been applied
Blocking facilities may be temporarily removed from controls in the following conditions
to set a different route using the same controls, after safe arrangements have been made to clear a signal to permit a movement over the blocked route, for maintenance and testing of the signalling equipment or with the agreement of the Posession Protection officor or Protection Officor to allow work train entry or exit to limits of LPA or TOA
Blocking facilities must be removed from controls when
the conditions that required their application no longer exist
Network control Officers must record, in permanent form, the removal and application of blocking facilities
for maintenance and testing of signalling equipment, to allow entry to the limits of an LPA or TOA
In regards to blocking facilities, Qualified Workers at unattended locations must
record in permanent form application and removal of blocking facilities, tell the Train Controller that blocking facilities have been applied or removed
