Section 7: Working in the Danger Zone Flashcards
Work in the danger zone, other than through train running operation must only be done using one the the following five methods
Lookout working (LW), Absolute signal Blocking (ASB)/Controlled Signal Blocking (CSB), Track Work Authority (TWa), Track Occupancy Authority (TOA) or Local Possession Authority (LPA)
Train crew members are most likely to use
Lookout Working LW or Absolute/Controlled Signal Blocking (ASB/CSB)
Train crew may be required to operate
trains through a Track Work Authority area (TWA) or Worker trains through a Track Occupancy Authorty (TOA) or Local Possession Authority (LPA)
Describe the Lookout Working method
working in the Danger Zone using lookouts as the safety measure
Lookouts must
keep watch for rail traffic approaching the worksite from any direction, warn workers immediately if rail traffic approaches the worksite and not do any other work other than warn of approaching rail traffic in a timely fashion.
The Lookout Working method must not be used for
work on overhead wiring, work that breaks the track, work that alters track geometry or structure
Duties of the protection officer
keep the worksite and workers sage, tell workers about the locations of safe places and the kinds and limits of safety arrangements, be the only person to speak to Network Control Officers about safety arrangements
When placing lookouts, the protection officer must make sure that
the location of lookouts and the visibility of conditions give lookouts a minimum of 2s (Sydney trains)/5s (ARTC & CRN) to see approaching rail traffic and when it approaches, they can warn workers in time to allow them to reaction to the warning of the approach (move themselves and equipment to a safe place for a full 10s)
To ensure safety under lookout working, Protection officers must reassess
safety measure if conditions change and make sure lookouts do not work continuously at the same location for more than 60 mins
What do lookouts do?
give warning about rail traffic movements to workers in the danger zone
Equipment lookouts need
effective communication with workers and an audible warning device
In regards to additional lookouts, the protection officer
decides the number needed to keep watch for rail traffic and give waning, places additional lookouts before the main lookout to give earlier warning about approaching traffic if necessary
Demarcation fencing
easily seen, continuous boundary marker used to warn workers that a boundary exists but cannot stop workers leaving worksites
Absolute Signal Blocking (ASB)
Excludes rail traffic from a portion of the track in the Sydney Trains Network only
Work must not be done using ASB if
the safety assessment shows that a “work on track” authority is necessary
ASB may be used only
for work not requiring tools, for work using light powered and light non-powered hand tools, at network access level crossings to allow vehicles to cross the track
Restrictions to ASB method of protection
must be applied to controlled absolute signals only, cannot be applied to automatic permissive signals, must not be used for work that breaks/alters the track ow where a “work on track” authority is in place
When using the ASB method for “work on track” the protection Officer must
tell the Network Control Officer (the location of the worksite, the intended start and finish times of the ASB requirement) and request permission for ASB
Other than when using ASB to protect minor repairs to rail traffic, the Protection Officer must arrange for
at least two consecutive controlled absolute signals at STOP with blocking facilities applied, manual points control mechanisms to be used to set controlled absolute signals at stop or at least one controlled absolute signal at stop with blocking facilities applied and points secured or an easily reached safe place available and a lookout
Under ASB, before allowing work to star, the Network Control Officer must make sure that
the protecting controlled absolute signals are at stop, blocking facilities are applied, there is no approaching rail traffic between the protecting signals and the proposed worksite, any rail traffic has passed complete beyond the proposed worksite and will not return and the agreed start and finish time of the ASB
To end ASB, the Protection Officer must tell the Network Control officer when
work is completed, workers and their equipment are clear of the Danger Zone, manual points control mechanisms have been returned to normal, points that were secured are available for used. And keep a permanent record of the ASB details
When ending an ASB, after being told by the Protection officer that the track is clear, the Network Control Officer may
remover blocking facilities applied for the ASB and must keep a permanent record of the ASB details
Controlled Signal Blocking (CSB)
excludes rail traffic from a portion of track in the ARTC and CRN networks only
CSB may be used
to allow vehicles and livestock to cross the track, for work using light, powered hand tools or work using light non powered hand tools
For a CSB, at the request of the Protection Officer, the Network Control Officer may authorise controlled blocking by
setting and keeping controlled signals at stop with blocking facilities applied to the signal controls or authorising the removal of an ESML handle to set controlled signals at stop
Track Work Authority (TWA)
authorises the occupation of a defined portion of track between train movements, does not give exclusive occupancy of lines/sections, MUST be used if rail traffic may be needed to be slowed before reaching the worksite and passing through the worksite, does not need to be advertised and is issued to the Protection Officer
Under a TWA, to protect worksites, Protection officers must choose either
HandNetwork Control Officers and ATWDs placed at protecting signals (RVD territory) or without the use of protecting signals (TOW & Token territory)
Describe placement of handsignallers under TWA in the Sydney trains area
Inner Handsignaller (500-990m from the worksite), Outer Handsignaller (2500m from inner signaller - CAUTION signal)
Describe placement of handsignallers under TWA in the ARTC and CRN area
Inner Handsignaller (500-990m from the worksite), Outer Handsignaller (2000m from inner signaller - CAUTION signal)
Advisory Worksite sign
used to remind the Locomotive Driver after passing the outset HandNetwork Control officer than an inner HandNetwork Control officer is located ahead. Black text on a white reflective background (placed at the end or beyond the end of a platform)
When there are multiple worksites under a TWA and they are more than 3000m apart, they must be managed
under separate TWAs
When there are multiple worksites under a TWA and they are less then 1000m apart, they must be managed
under the same TWA
If a signal at stop protects a slip site, Train crew must
follow the directions on the instruction sign on the signal
A tonnage signal aggected by work on track, or being used to control rail traffic approaching the worksite must be
held at STOP and a handsignaller placed at the signal. and the site must be fulled cleared before affected vehicles can pass
Describe a Track Occupancy Authority (TOA)
Authorises the occupation of track within specified limites for an agreed period, is issued to the protection officer for the agreed period of occupancy, gives exclusive occupancy except for joint occupancy (by mutual agreement, following a train movement, with a disabled train)
The limits of a TOA must be stated as being between
one yard limit and another, defined clearance points wholly within one yard’s limits, one yard limit to a defined clearance point within another yard or a defined clearance point within one yard’s limits to a defined clearance point within another yard’s limits
A TOA may include more than one section, provided it does not extend
into the yard limits controlled by another Network Control Officers, beyond an unattended junction location, or beyond an unattended location where a train is shunting in the section ahead
Before authorising a TOA the Train controller must make sure that
the track is unoccupied and will remain unoccupied except as specified in the TOA, the protection officer knows about any existing obstructions, the PO understands and agrees to the limits of the TOA and Blocking facilities have been applied to prevent the entry of rail traffic into the portion of track within the TOA limits
Difference between a TWA and a TOA
TWA allows trains to be managed through a worksite, TOA will not allow any train other than a work train into the TOA area of track
Responsibilities of the PO for a TOA
get the TOA, be responsible for the protection of all workers from rail traffic, make sure that the limits of authority are protected against unauthorised entry/exit by rail traffic, tell workers about the kinds and limits of protection in place
Work train movements must be piloted within the limits of a TOA if there
are controlled signals: into the TOA from the controlled signals protecting the limits or
No controlled signals: into the TOA from the entry to the section
Fixed worksite
one whereby work is taking place at a certain lovation in the section as opposed to a vehicle travelling the length of the section for a track patrol. Must have 3 ATWDs and a red flag/light at least 500m on each side of the site
A TOA is only fulfilled when the PO tells the NCO that
worksites have been cleared, Protection has been removed, ordinary/electric train staffs have been returned, the portion of track included in the authority has been certified as available for used
Local Possession Authority (LPA)
Closes a defined portion of track for a specified period and is issued exclusively to the PPO for the specified period of the possession
Work trains must only work at worksites under
a LPA or a TOA
Pilots are to
tell train crew about operating restrictions and conditions in a timely manner, give clear directions, tell train crew about the locations of worksites, tell train crew about local conditions and act under the direction of the Possession PO or PO
