Route Access Standard General Information · use on the ARTC Network is allocated for access to any or all of the ARTC Network. 1.2 Wheel Profiles Operators shall establish systems

Division / Business Unit: Enterprise Services

Function: Operations Interface

Document Type: Route Access Standard

© Australian Rail Track Corporation Limited (ARTC)

Disclaimer

This document has been prepared by ARTC for internal use and may not be relied on by any other party without ARTC’s prior wri tten consent. Use of this document shall be subject

to the terms of the relevant contract with ARTC.

ARTC and its employees shall have no liability to unauthorised users of the information for any loss, damage, cost or expense incurred or arising by reason of an unauthorised user

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CONFIDENTIAL Page 1 of 60

Route Access Standard

General Information

Applicability

ARTC Network Wide

SMS

Publication Requirement

External Only

Primary Source

Document Status

Version # Date Reviewed Prepared by Reviewed by Endorsed Approved

2.1 22 Feb 2019 Manager

Procedures

Development

Stakeholders Manager

Standards

GM Technical Standards

Amendment Record

Amendments to the RAS are published at the following

https://www.artc.com.au/uploads/RAS_Amendments_Register.xlsx

http://www.artc.com.au/


General Information

Table of Contents

This document is uncontrolled when printed. Version Number: 2.1 Date Reviewed: 22 Feb 2019 Page 2 of 60

Table of Contents

Table of Contents ............................................................................................................................................. 2

1 Rolling Stock ........................................................................................................................................... 5

1.1 Registration and Warranty ............................................................................................................. 5

1.2 Wheel Profiles ................................................................................................................................ 5

1.3 Wheel Tread Hollowing .................................................................................................................. 6

2 Route Standards ..................................................................................................................................... 7

2.1 Train Numbering ............................................................................................................................ 7

2.2 Train Speeds and Axle Load Limits (Wagons) ............................................................................... 7

2.3 Length of Trains ............................................................................................................................. 7

2.4 Over-Length Trains ........................................................................................................................ 8

2.5 Infrastructure Limits ........................................................................................................................ 9

2.6 Train Height and Width Maximum ................................................................................................ 13

2.7 Ruling Grades .............................................................................................................................. 15

2.8 Tunnel Locations .......................................................................................................................... 16

2.9 Wayside Monitoring Devices ........................................................................................................ 17

2.10 Speed Restrictions During Hot Weather (High Temperature Speed Restrictions) ...................... 22

2.10.1 New South Wales ......................................................................................................................... 22

2.10.2 Victoria 23

2.10.3 South Australia and Western Australia ......................................................................................... 23

2.11 ARTC Safeworking Systems ........................................................................................................ 24

2.11.1 Broadmeadow Network Control Centre ........................................................................................ 25

2.11.2 Junee Network Control Centre ..................................................................................................... 26

2.11.3 Mile End Network Control Centre ................................................................................................. 26

2.12 Curve Data ................................................................................................................................... 27

2.13 Train Diversions ........................................................................................................................... 27

2.14 Signalling and Train Detection Interface ...................................................................................... 28

3 Safe Working Operations .................................................................................................................... 29

3.1 Rulebooks .................................................................................................................................... 29

3.2 Safeworking Forms and Safety Equipment .................................................................................. 29

3.3 Network Notices ........................................................................................................................... 30

3.4 Time ............................................................................................................................................. 31

3.4.1 Time Zones ................................................................................................................................... 31

4 Train Service Planning ......................................................................................................................... 32


General Information

Table of Contents


4.1 General Requirements ................................................................................................................. 32

4.2 Section Run Times ....................................................................................................................... 32

4.4 Train Speed Capacity ................................................................................................................... 33

4.4.1 Cant Deficiency / Enhanced Performance Speeds ....................................................................... 33

Where the track is maintained to a higher geometry standard, certain freight trains can operate at

Enhanced Performance speeds (EP). The actual cant hasn’t changed, the train simply travels

faster around curves so has higher CD. ....................................................................................... 34

4.4.2 Speed of Trains on Crossing Loops ............................................................................................. 34

4.5 Train Hauling and Holding Capacity ............................................................................................ 34

4.6 Locomotive De-Sanding Equipment ............................................................................................ 34

4.7 Train Braking Requirements ........................................................................................................ 35

4.8 Operation of Trains on Steep Descending Grades ...................................................................... 37

4.9 Train Speed Restrictions on Steep Descending Grades ............................................................. 37

4.10 On Train Communication ............................................................................................................. 38

4.11 Train crewing ................................................................................................................................ 39

4.12 Train Identification and Markers ................................................................................................... 39

4.13 Fuelling Trains on the ARTC Network ......................................................................................... 39

4.14 Distributed Power ......................................................................................................................... 40

5 Rolling Stock Outlines ......................................................................................................................... 41

6 Load Restrictions ................................................................................................................................. 44

7 Train Marshalling and Locomotive Allocation .................................................................................. 46

7.1 Train Marshalling Principles ......................................................................................................... 46

7.2 Maximum Number of Train Locomotives and Train Loads .......................................................... 46

7.2.1 Network Specific Locations (ARTC Limits) ................................................................................... 47

7.3 Dynamic ....................................................................................................................................... 48

7.4 Wooden-Bodied Vehicles (New South Wales) ............................................................................. 48

8 Train Inspection .................................................................................................................................... 49

9 Train Documentation............................................................................................................................ 51

9.1 Requirements Prior to Network Entry .......................................................................................... 51

9.2 Requirements On-Train ................................................................................................................ 51

9.3 Requirements Following Network Entry ....................................................................................... 52

9.4 ARTC Requested Documentation ................................................................................................ 52

9.5 Discrepancies Affecting Operational Safety ................................................................................. 52

10 Train Failures ........................................................................................................................................ 53

10.1 Passenger Trains ......................................................................................................................... 53


General Information

Table of Contents


10.2 Locomotive Excessive Sanding ................................................................................................... 53

10.3 Locomotive Wheel Spin ............................................................................................................... 53

10.4 Trains Causing Fires .................................................................................................................... 53

10.5 Train Speed When Brakes are Cut Out ....................................................................................... 54

10.6 Training Braking Problems on Descending Grade....................................................................... 54

10.7 Holding a Train Stationary on a Grade ........................................................................................ 55

10.8 Train Amalgamation ..................................................................................................................... 55

10.9 Disabled Trains and Defective Vehicles ...................................................................................... 56

10.9.1 Speed Restrictions Due to Defective Vehicles .............................................................................. 56

11 Track Maintenance Vehicles ............................................................................................................... 59

11.1 Types of Track Maintenance Vehicles ......................................................................................... 59

11.2 Registration and Warranty ........................................................................................................... 59

11.3 Vehicles Requiring Registration ................................................................................................... 59

11.4 Operation of Track Maintenance Vehicles ................................................................................... 60


General Information

Rolling Stock


1 Rolling Stock

1.1 Registration and Warranty

All rolling stock (including locomotives) to be operated on the ARTC Network shall be registered

with ARTC. ARTC shall enter registration data into an ARTC maintained database.

When new rolling stock is added to a fleet, or if rolling stock operational or engineering

characteristics are modified, the Operator or rolling stock leasing company shall provide ARTC

with a written warranty that the rolling stock complies with the Access Agreement.

Registration of rolling stock will be in accordance with RISSB standards. Locomotive and rolling

stock data to be provided by the Operator to ARTC shall include:

• automatic equipment identification

• maximum axle loading (tonnes/axle)

• maximum speed (empty)

• maximum speed (loaded)

• number of axles

• number of platforms

• tare weight (tonnes)

• tractive horsepower (locomotive)

• fuel loading (max axle load)

• length over couplers

• unique vehicle description (class and number)

• Rolling stock type (e.g. passenger type, freight hopper, locomotive type).

Operators shall establish systems and manage all requirements associated with managing their

registered rolling stock fleet, whether leased or owned, to ensure only rolling stock that is fit for

use on the ARTC Network is allocated for access to any or all of the ARTC Network.

1.2 Wheel Profiles

Operators shall establish systems and manage all requirements associated with ensuring

compatible Australian standard wheel profiles are used on the ARTC Network as set out in Table

1.2.1

Rolling stock with incorrect wheel profiles may continue to be used provided re-profiling to the

correct standard is scheduled as part of a regular rolling stock maintenance program.

Table 1.2.1- ARTC Network Compatible Wheel Profiles

WHEEL PROFILE AREA

ANZR-1* DEFINED INTERSTATE RAIL NETWORK

HEAVY HAUL NETWORK

INTRASTATE NETWORK

WPR 2000* HEAVY HAUL NETWORK (FOR COAL TRAFFIC ONLY)

* for more details: refer to AS 7514.2 Appendix A


General Information

Rolling Stock


1.3 Wheel Tread Hollowing

Excessive wheel tread hollowing can cause damage to rails or to wheels themselves.

Operators shall establish systems and requirements to manage wheel tread hollowing, in

accordance with RISSB Industry Standards – Wheel Defects.


General Information

Route Standards


2 Route Standards

2.1 Train Numbering

Train NumberingTrain Numbering is updated and maintained on the ARTC website, covering the

whole network. ARTC owns and issues train numbers for the ARTC Network. For all information

related to train numbering, refer Appendix B Train Numbering

2.2 Train Speeds and Axle Load Limits (Wagons)

Operators negotiate with ARTC for train paths that give them access to the ARTC Network. Train

paths are identified in Access Agreements as network train entry and exit times. Typical train

types operating on the ARTC Network, their speed and axle load limits are set out in Table 2.2.1

Table 2.2.1 Train Speed and Axle Load Limits for ARTC Network Operations

TRAIN TYPE TRAIN SPEED (KM/H) AXLE LOAD (TONNES) TRAIN TYPE EXAMPLES

EXPRESS

PASSENGER

ABOVE 115 UP TO 19 XPT, INTRA-URBAN,

INTRASTATE

PASSENGER MAXIMUM 115 UP TO 19 LONG DISTANCE

PASSENGER

EXPRESS

FREIGHT

MAXIMUM 115 UP TO 20 INTERMODAL

SUPER

FREIGHT

MAXIMUM 110 UP TO 21 INTERMODAL, LAND

BRIDGING

REGULAR

FREIGHT

MAXIMUM 80 UP TO 23 STEEL, ORE, CEMENT,

CONCENTRATES

HEAVY

FREIGHT

MAXIMUM 80 UP TO 25 LIMESTONE / COAL

STANDARD

FREIGHT

MAXIMUM 80 UP TO 23 GENERAL FREIGHT

INCLUDING GRAIN,

MINERALS, STEEL

PRODUCTS.

HUNTER

VALLEY COAL

MAXIMUM 601 UP TO 30 COAL

*UNLESS SPECIFICALLY EXCLUDED, AXLE LOADS PERMITTED TO OPERATE ON MAIN LINES

ARE PERMITTED TO OPERATE IN SIDINGS.

FOR MORE DETAILED INFORMATION ABOUT SPEED AND AXLE LOAD LIMITS FOR WAGONS AND

LOCOMOTIVES, REFER TO THE ROUTE CAPACITY TABLE IN THE APPROPRIATE SECTION PAGE

AND TOC.

Note: 1 Higher speeds apply on certain track sections. See section pages for specific corridor

speed and axle load details.

2.3 Length of Trains

Operators shall provide an effective means of accurately determining the length of a train

(including locomotives). The length of a train shall not exceed the specified maximum length for

any portion of the train’s transit. For long trains, allowance should be made for ‘train slack’ when

determining train length.


General Information

Route Standards


The train length is specified in the Access Agreement for that particular train over the corridors of

operation and may be equal to or less than the network infrastructure limits (refer to table 2.3.1).

The length is specified to enable the train to transit through the network within the scheduled

transit time. Trains not exceeding the length are able to cross or pass other trains at most

crossing loop locations distributed within that corridor with either train able to be accommodated

within the location’s main line or crossing loop facility.

ARTC shall specify the length of trains within the Access Agreement where the train length is

required to vary from the network infrastructure limits.

Except as provided for in section 2.3, operators shall ensure the specified train length shall not be

exceeded at any time and make allowance for rolling stock (including locomotives) to be attached

within the network.

Table 2.3.1 ARTC Infrastructure Train Length Limits

AREA TRAIN LENGTH (M)

DEFINED INTERSTATE RAIL NETWORK

ACACIA RIDGE – ISLINGTON JUNCTION 1500

PORT BOTANY – MELBOURNE 18002

MELBOURNE - ADELAIDE 1500 / 18001

GOOBANG JUNC - COOTAMUNDRA 1800

GOOBANG JUNC – BROKEN HILL 1800

BROKEN HILL – ADELAIDE 1800

MOSS VALE - UNANDERRA 1500

ADELAIDE – PARKESTON 1800

INTRASTATE NETWORK

AS SPECIFIED IN ACCESS AGREEMENTS

Note: length may be determined by available train path loop length.

1 MELBOURNE - ADELAIDE – paths exceeding 1500m on application in advance only

2 Refer to Section Pages for specific Information

2.4 Over-Length Trains

An over-length train is a train exceeding the network infrastructure limits for train length.

The ARTC Network Controller shall check train length information to ensure an over-length train

will not cause a network blockage.

A train that is found to be over-length without approval shall not be permitted to enter, or continue

to operate on the network.


General Information

Route Standards


2.5 Infrastructure Limits

In addition to limits placed on train speed and axle load, there are other infrastructure limits that

must not be exceeded. These are:

• P2 Force limits exerted by rolling stock (Table 2.5.1)

• allowable wheel spacings (Table 2.5.2 and Table 2.5.3)

• RAS Loads (equivalent to Coopers M Rating) (Figure 2.5.1).

Table 2.5.1 – Allowable P2 Force Limits

AREA AREA

SPECIFIC LIMITS

P2 FORCE LIMIT1 LATERAL

FORCE

(KN)

LOCOMOTIVES WAGONS

10

MRADS

14

MRADS

10

MRADS

14

MRADS

HHN

(HV)

P2 FORCE LIMITS APPLY TO

ALL HHN AREAS:

250 KN 295 KN 192 KN 230 KN 84

DIRN P2 FORCE LIMITS APPLY TO

ALL DIRN AREAS:

250 KN1 295 KN 192 KN 230 KN 84

IN P2 FORCE LIMITS APPLY TO

ALL IN AREAS EXCEPT AS

SHOWN BELOW:

GOOBANG JUNCTION -

NARROMINE – DUBBO2

MERRYGOEN - BINNAWAY -

WERRIS CREEK2

MAROONA – PORTLAND2

192 KN 230 KN 192 KN 230 KN 50

MOREE – NORTH STAR - 200 KN - 200 KN 50

Note:

1 For non NSW P2 Limit at 10mrads is 250kn for locomotives. Max total locomotive mass is 134t.

Max individual axle load on Locomotive is 22.7t.

2 Lower locomotive and wagon line speeds apply on these sections.

Source of Documentation: AS 7508 Track Forces and Stresses


General Information

Route Standards


Table 2.5.2 Locomotive Configuration – Bridge Interface Minimum Axle Spacing for Specified Axle Load

INFRASTRUCTURE

LIMITS EQUIVALENT TO

METRIC COOPER M

RATING DESIGN LOAD

(REFER FIG 2.5.1)

LOCOMOTIVE

MAXIMUM

INDIVIDUAL

AXLE LOAD

(TONNES)

LOCOMOTIVE

MAXIMUM

OVERALL

MASS

(TONNES)

LOCOMOTIVE CONFIGURATION - DISTANCE BETWEEN AXLES (MM)

OVERALL

LENGTH OF

LOCOMOTIVE

A B C D E F G

RAS 270 (M270) 29.5 177 1800 1800 1800 8200 1800 1800 1800 19000

RAS 210 (M210) 23.0 138 1800 1800 1800 8000 1800 1800 1800 18800

RAS 180 (M180) 20.3 123 2300 1700 1700 7240 1700 1700 2300 18640

Notes:

1. Any locomotive’s Load Effects on any bridge span must not exceed applicable RAS 270 / RAS 210 / RAS 180 Infrastructure Limit.

2. Where a Locomotive is designed with another axle configuration or load, the axle spacing / load must be adjusted accordingly to comply to the above

RAS 270 / 210 / 180 Loading.

3. For any locomotive configurations outside the above, refer to ARTC.

4. Variations to the above table can be applied for and sent to ARTC for review

A B C D E F G


General Information

Route Standards


Table 2.5.3 – Wagon Configuration – Bridge Interface Minimum Allowable Axle Spacings for Wagon configurations

INFRASTRUCTURE LIMITS

EQUIVALENT TO METRIC

COOPER M RATING

DESIGN LOAD

(REFER FIG 2.5.1)

WAGON MAXIMUM

INDIVIDUAL AXLE LOAD

(TONNES)

WAGON CONFIGURATION - DISTANCE BETWEEN AXLES (MM)

OVERALL

LENGTH (SUM

OF INDIVIDUAL

SPACING)

A B C D E

RAS 270 (M270) 30 825 1780 10490 1780 825 15700

RAS 210 (M210) 25 1050 1720 8400 1720 1050 13940

RAS 210 (M210) 23 980 1720 6150 1720 980 11550

RAS 180 (M180) 20 1040 1720 8000 1720 1040 13520

Note:

1. Any Wagon Load Effects on any bridge span must not exceed applicable RAS 270 / RAS 210 / RAS 180 Loading.

2. Where a Wagon is designed with another axle configuration or load, the axle spacing / load must be adjusted accordingly to comply to the above RAS

270 / 210 / 180 Loading.

3. For any Wagon configurations outside the above, refer to ARTC.

4. Variations to the above table can be applied for and sent to ARTC for review

A B C D E


General Information

Route Standards


Figure 2.5.1 – Coopers M Rating that Apply to Various ARTC Network Track Segments

North Star

Moree

Camurra

Narrabri

Narrabri Junc

Troy Junc

Dubbo

Islington

Junc

Broken Hill

Bogan Gate Goobang

Junc

Waratah

Maitland

Telarah

Down/Up Coal

Casino

Werris Creek

MuswellbrookGulgong

To Brisbane

Gap

Binnaway

Merrygoen

Narromine

Demondrille

Joppa Junc

Goulburn

Moss Vale Unanderra

Macarthur

Albury

Melbourne

TottenhamPortland

Maroona

Adelaide

Outer Harbour

Crystal Brook

Port

Augusta

Whyalla

Parkeston

Tarcoola

To Kalgoorlie

and Perth

Ulan

Somerton

The Rock

Junee

Junee Nth Junc

Stockinbingal

Cootamundra Nth Junc

Railcorp

Cootamundra

West Cootamundra

Acacia Ridge

Wolseley

Laverton

Port BotanySefton Junc

Dry Creek

To Darwin

Infrastructure Limits

Coopers M Rating 270

Coopers M Rating 210

Coopers M Rating 180M180

M270

M210

M270

M270

M210

M210

M210

M210

M210

M210

M210

M210

M210

M210

M180

M210

M210

M210

M210

M270

M210

M180

M210 M210

M210

M210

M210

M210

M210

M210

M270

M210

M210

M210

M 210

M210

M210M210

M210

M210

M210

M210

M210

M210

M210

M210

M210

M210

M210

M210

BenallaOaklands

M180

M210

M270

M270

M270

Northgate BP

M 210

M 210


General Information

Route Standards


2.6 Train Height and Width Maximum

The following tables and accompanying diagrams specify standard train height and width maximums for

various network routes. Refer to Section 5 for more detail.

Table 2.6.1 – Standard Train Height and Width for Container Loading

AREA OF OPERATION FOR

CONTAINERS

WIDTH

(FROM CENTRE

LINE)

(mm)

HEIGHT

(FROM RAIL) (mm)

LOADING DIAGRAM1

ARTC NSW NETWORK

(UNRESTRICTED OPERATION

THROUGHOUT THE ARTC

NETWORK)

1250 3916 A2.3

MELBOURNE – ALBURY 1250 4150 A2.9

ADELAIDE – MELBOURNE

1250

4250#

OR

4210#

A2.10

MAROONA – PORTLAND

ALBION – JACANA (BROAD

GAUGE)

1250 4026# A2.11

PARKES – NARROMINE

NARROMINE – GAP

GAP – WERRIS CREEK –

ISLINGTON JUNCTION

MERRYGOEN – ULAN –

MUSWELLBROOK

GOOBANG JUNC–

COOTAMUNDRA

ALBURY – MACARTHUR

MOSS VALE – UNANDERRA

MAITLAND – ACACIA RIDGE

MACARTHUR – PORT BOTANY

1250

4030

AND

4050#

A2.4

PARKES – NARROMINE

NARROMINE – GAP 1250 4220 A2.8

ADELAIDE FREIGHT TERMINAL

– PARKESTON 1500 6500 A2.6

SPENCER JUNCTION –

WHYALLA

1500 6000 A2.7


General Information

Route Standards


BROKEN HILL – GOOBANG

JUNCTION

BROKEN HILL – CRYSTAL

BROOK

DRY CREEK – OUTER

HARBOUR

1250 6500 A2.5

Notes:

1 Refer to Appendix A Rolling Stock outlines & loading requirements

# Notes For all loading diagrams refer to diagrams notes for specific loading configurations and applicable

wagon dimensions

Table 2.6.2 – Standard Train Height and Width for Non-Container Loads

AREA OF OPERATION FOR NON-CONTAINER LOADS ROLLING STOCK & LOADING

DIAGRAM1

LOOSE LOADS A2.1

MOTORAIL WAGONS A2.2

STANDARD WAGONS WITH UNRESTRICTED OPERATION

THROUGHOUT ARTC NSW NETWORK

A1.1, A1.11

NARROW SQUARE ROLLING STOCK A1.13

Note: 1 Refer to Appendix A Rolling Stock outlines & loading requirements


General Information

Route Standards


2.7 Ruling Grades

Figure 2.7.1 – Ruling Grades across the ARTC Network

North Star

Moree

Camurra

Narrabri

Narrabri Junc

Troy Junc

Dubbo

Islington

Junc

Broken Hill

Bogan Gate

Goobang

Junc

Waratah

Maitland

Telarah

Down/Up Coal

Casino

Werris Creek

MuswellbrookGulgong

To Brisbane

Gap

Binnaway

Merrygoen

Narromine

Demondrille

Joppa Junc

Goulburn

Moss Vale Unanderra

Macarthur

Albury

Melbourne

TottenhamPortland

Maroona

Adelaide

Outer Harbour

Crystal Brook

Port

Augusta

Whyalla

Parkeston

Tarcoola

To Kalgoorlie

and Perth

Ulan

Somerton

The Rock

Junee

Junee Nth Junc

Stockinbingal


Railcorp

Cootamundra

West Cootamundra

Acacia Ridge

Wolseley

Laverton


Dry Creek

To Darwin

1:100D1:100U

Picton

1:100D1:100U

Level DLevel U

1:75D1:100U

1:66D1:66U

1:66D1:66U

Grafton

Taree

1:80D1:80U

1:80D1:80U

1:70D1:90U

1:40D1:40U

Newdell Junc

1:60D1:84U

1:66D1:80U

DG:D1:75U

Gunnedah1:65D1:75U

1:50D1:75U

1:100D1:100U1:75D

1:75U

1:70D1:100U

1:75D1:80U

Summit Tank

Robertson

1:30DDG:U

1:60D1:75U

1:75D1:75U

1:66D1:66U

1:75D1:75U

1:40D1:50U

1:55D1:75U

1:75D1:75U

Forbes

1:90D1:80U

1:80D1:100U

1:60D1:75U

1:80D1:90U

1:50D1:80U

Harden

1:40D1:66U

1:40D1:75U

Wagga Wagga1:40D1:40UHenty

1:80D1:80U

1:80D1:80U

1:60D1:66U

1:65D1:90U

1:100D1:100U

Ruling Grades

DG = Down GradeD = Down directionU = Up directionN = Northbound directionS = Southbound directionE = Eastbound directionW = Westbound direction

Compensated grade

Non-compensated grade

D>

<U

D>

<U

U><D

D><U

U>

<D

1:80E1:120W

1:80E1:80W

1:100E1:100W

1:100E1:100W

1:100E1:100W

Tailem Bend

1:50E1:50W Seymour

1:50N1:50S 1:50N

1:132S

1:80E1:80W

1:45E1:45W

1:70E1:90W

1:110E1:94W

E><W

E>

<WE

>

<W

E><W

1:100E1:100W

1:50N1:50S

1:75D1:70U

1:100E1:90W

Note: Down and Up directions as indicated are aligned to kilometre posts (i.e. Down direction is where kilometre posts lie in ascending order).

BenallaOaklands

1:100D1:100U

1:60D1:70U

1:75N1:73S

Northgate BP

Leightonfield

1:100D1:100U

Note: Refer to Table 4.9.1 Train Speed Restrictions on Descending Grades.


General Information

Route Standards


2.8 Tunnel Locations

Figure 2.8.1 - Tunnels Located on the ARTC Network

A

C

B

D

North Star

Moree

Camurra

Narrabri

Narrabri Junc

Troy Junc

Dubbo

Islington

Junc

Broken Hill

Bogan Gate

Goobang

Junc

Waratah

Maitland

Telarah

Down/Up Coal

Casino

Werris Creek

MuswellbrookGulgong

To Brisbane

Gap

Binnaway

Merrygoen

Narromine

Demondrille

Joppa Junc

Goulburn

Moss Vale Unanderra

Macarthur

Albury

Melbourne

TottenhamPortland

Maroona

Adelaide

Pelican Point

Crystal Brook

Port

Augusta

Whyalla

Tarcoola

To Kalgoorlie

and Perth

Ulan

Somerton

The Rock

Junee

Junee Nth Junc

Stockinbingal


Railcorp

Cootamundra

West Cootamundra

Acacia Ridge

Location of Tunnels

Example: Wollar Gap (S) 376m , 408.894 – 409.270km

Tunne

l Nam

e

(S) =

Single

Line

(D) =

Dou

ble

Line

(M) =

Mixed

Dou

ble/

Single

Tunne

l Len

gth

Sta

rt km

of T

unne

l

End

km

of T

unne

l

1

B1 Running Creek 2 (S) 208m, 881.555-881.763km

2 Running Creek 1 (S) 423m, 888.031-880.454km

3 Border (S) 1161m, 875.481–876.642km

4 Spiral 2 (S) 177m, 872.661-872.838km

5 Spiral 1 (S) 192m, 871.947-872.139km

6 Red Hill 5 (S) 274m, 618.599-618.873km

7 Red Hill 4 (S) 121m, 618.094-618.215km

8 Red Hill 3 (S) 261m,617.569-617.830km

9 Red Hill 2 (S) 208m, 616.953-617.161km

10 Red Hill 1 (S) 92m, 615.397-615.489km

11 Repton (S)110m, 588.577-586.687km

12 Kerewong (S) 65m, 447.750-447.815km

13 Bulliac (S) 222m, 321.456-321.678km

2

3

6

5

4 3 2 1

6 7 8

54

3

1

109

7

8

9

15

10

11

12

13

14

14 Monkerai Range (S) 755m, 254.694-255.449km

15 Wallarobba Range (S) 303m, 228.280-228.593km

C1 Picton (D) 183m, 87.688-87.851km

3Yerrinbool (D) 247m, 120.656-120.903km

4 Alymerton (D) 950m, 122.315-123.265km

5 The Gib (D) 516m, 134.625-135.141km

6 Illawarra Range 2 (S) 629m, 102.555-103.184km

7 Illawarra Range 1 (S) 102m, 99.243-99.345km

8 Rock Fall Shelter (S) 136m, 99.947-99.083km

Wolseley

Laverton


Dry Creek

To Darwin

A1 Cox’s Gap 1 (S) 761m, 366.468-367.229km

2 Cox’s Gap 2 (S) 410m, 368.335-368.745km

3 Bylong (S) 1975m, 375.107-377.062km^

4 Wollar Gap (S) 376m, 408.894-409.270km

5 Ardglen (S) 487m, 362.330-362.817km

^ Special procedures apply to the Bylong tunnel (Ulan number three tunnel). Refer to H4 Muswellbrook – Merrygoen for further information.

D1 Sleeps Hill, 740m 12.070-12.810km

2 Shepherds Hill, 160m 14.900-15.060km

3 National Park, 190m 24.630-24.820km

4 Long Gully, 190m 27.040-27.230km

5 Upper Sturt, 220m 29.410-29.630km

6 Ambleside, 170m 39.850-40.020km

7 Murray Bridge, 76m 96.840-96.911km

8 Bunbury Street, 415m 4.875-5.290km

9 Spiral 2 (Up line) 53m, 455.034-455.087km

10 Spiral 1 (Up line) 68m, 454.860-454.928km

11 Dowds Hill 95m, 116.342-116.437km

4321

76

BenallaOaklands

8

45

5

North Gate BP

11


General Information

Route Standards


2.9 Wayside Monitoring Devices

A number of wayside monitoring devices are installed on the ARTC Network. These devices have been

implemented to provide a variety of performance statistics and where necessary, operational alarms.

Table 2.9.1 – Wayside Monitoring Devices

DEVICE DESCRIPTION

DED DRAGGING EQUIPMENT DETECTORS

USED TO IDENTIFY AND REPORT ON VEHICLES WITH PROTRUSIONS BELOW

THE VEHICLE AT OR NEAR THE HEIGHT OF THE RAIL HEAD, TYPICALLY A

DRAGGING BRAKE HOSE OR CHAIN.

HBD HOT BEARING DETECTORS. THESE DEVICES ACCURATELY MEASURE THE

TEMPERATURE OF BEARINGS AS THEY PASS OVER THIS DEVICE UNDER

NORMAL OPERATING CONDITIONS. HOT BEARINGS ARE TRADITIONALLY

REFERRED TO AS “HOT BOXES”

HWD HOT WHEEL DETECTORS. THESE DEVICES ACCURATELY MEASURE THE

TEMPERATURE OF WHEELS AS THEY PASS OVER THIS DEVICE UNDER NORMAL

OPERATING CONDITIONS.

OOG OUT OF GAUGE DETECTOR

SPECIFICALLY MONITORS THE HEIGHT OF INTERMODAL TRAFFIC TO ENSURE

ADEQUATE BRIDGE CLEARANCE, TYPICALLY WHERE DOUBLE CONTAINER

STACKING IS PRACTISED.

WEIGHBRIDGES USED TO VERIFY THE DECLARED WEIGHTS OF VEHICLES OPERATING ON THE

ARTC NETWORK, BOTH FOR SAFETY AND BILLING PURPOSES.

WILD WHEEL IMPACT LOAD DETECTOR

USED TO MEASURE IN KN TERMS THE EFFECT OF WHEEL IMPACTS ON THE

RAIL SURFACE UNDER DYNAMIC CONDITIONS.

WHEEL PROFILE WHEEL PROFILES MONITOR. THIS SYSTEM RECORDS WHEEL PROFILE

INFORMATION BUT DOES NOT NOTIFY ALARMS TO THE NETWORK CONTROLLER

OR TRAIN TRANSIT MANAGER.

RAILBAM RAILWAY BEARING ACOUSTIC MONITOR. USED TO DETECT TRENDING RAIL

WHEEL BEARING FAULTS AND EMERGENCY WITHDRAWALS FROM SERVICE.

THIS SYSTEM DOES NOT NOTIFY ALARMS TO THE NETWORK CONTROLLER OR

TRAIN TRANSIT MANAGER.

RAILSQAD RAILWAY SQUEAL ACOUSTIC DETECTION SYSTEM. TRACKS TRENDING

INDIVIDUAL WHEELS SETS MAKING EXCESSIVE NOISE. STATISTICS ARE

ANALYSED AGAINST OPERATING PARAMETERS, ROLLING STOCK CONDITIONS

AND ENVIRONMENTAL CONDITIONS. THIS SYSTEM DOES NOT NOTIFY ALARMS

TO THE NETWORK CONTROLLER OR TRAIN TRANSIT MANAGER.

AOA ANGLE OF ATTACK DETECTOR, RECORDS THE AXLE ALIGNMENT IN RELATION

TO THE RAIL TO ALLEVIATE WHEEL FLANGE CLIMB AND RAIL SQUEAL.

Note: Specific limits for WILD are set out in the following tables 2.9.2.


General Information

Route Standards


Table 2.9.2 – Wheel Impact Load Detector Limits

RESPONSE TO WILD IMPACT LOADS – EXETER/WEST CORRIDOR & NORTH/SOUTH (PORT GERMEIN,

LARA, PARKESTON, COCKBURN, METFORD MAIN)

WHEEL IMPACT LOAD REQUIRED ACTION

UNTAGGED

≥325KN TO 400KN

(NORMALISED)

TRAIN SLOWED TO THE SPEED AS ADVISED IN THE EMAIL NOTIFICATION

UNTIL THE VEHICLE CAN BE SAFELY INSPECTED BY THE TRAIN CREW. IF

DEFECT CONFIRMED, VEHICLE TO BE DETACHED AT NEXT SUITABLE

LOCATION. IF THERE IS NO DEFECT, THEN AT THE DISCRETION OF ARTC

OPERATIONS INSTRUCT THE DRIVER TO RECOMMENCE OPERATIONS TO

TRACK SPEED WHEN IT IS ESTABLISHED THAT THE TRAIN CAN SAFELY

CONTINUE IN SERVICE. OPERATOR IS NOTIFIED AND TCR IS RAISED.

HIGH LEVEL

≥400KN TO 500KN

(NORMALISED)

TRAIN SLOWED TO THE SPEED AS ADVISED IN THE EMAIL NOTIFICATION

UNTIL THE VEHICLE CAN BE SAFELY INSPECTED BY THE TRAIN CREW. IF

DEFECT CONFIRMED, VEHICLE TO BE DETACHED AT NEXT SUITABLE

LOCATION. IF THERE IS NO DEFECT, THEN AT THE DISCRETION OF ARTC

OPERATIONS INSTRUCT THE DRIVER TO RECOMMENCE OPERATIONS TO

TRACK SPEED WHEN IT IS ESTABLISHED THAT THE TRAIN CAN SAFELY

CONTINUE IN SERVICE. OPERATOR IS NOTIFIED AND TCR IS RAISED.

EXTREME LEVEL

≥500KN

(NORMALISED)

RAIN SLOWED TO 60 KM/H UNTIL THE VEHICLE CAN BE SAFELY INSPECTED

BY THE TRAIN CREW. IF DEFECT CONFIRMED, VEHICLE TO BE DETACHED

AT NEXT SUITABLE LOCATION. IF THERE IS NO DEFECT, THEN AT THE

DISCRETION OF ARTC OPERATIONS INSTRUCT THE DRIVER TO

RECOMMENCE OPERATIONS TO TRACK SPEED WHEN IT IS ESTABLISHED

THAT THE TRAIN CAN SAFELY CONTINUE IN SERVICE. OPERATOR IS

NOTIFIED AND TCR IS RAISED.


General Information

Route Standards


RESPONSE TO WILD IMPACT LOADS – HUNTER VALLEY COAL (METFORD COAL)

WHEEL IMPACT LOAD REQUIRED ACTION

UNTAGGED

≥325KN – 400KN

(NORMALISED)

TRAIN SLOWED TO THE SPEED AS ADVISED IN THE EMAIL

NOTIFICATION UNTIL THE VEHICLE CAN BE SAFELY INSPECTED BY

THE TRAIN CREW. IF DEFECT CONFIRMED, VEHICLE TO BE DETACHED



RECOMMENCE OPERATIONS TO TRACK SPEED WHEN IT IS

ESTABLISHED THAT THE TRAIN CAN SAFELY CONTINUE IN SERVICE.

OPERATOR IS NOTIFIED AND TCR IS RAISED.

HIGH LEVEL

≥400KN

(NORMALISED)

TRAIN SLOWED TO THE SPEED AS ADVISED IN THE EMAIL

NOTIFICATION UNTIL THE VEHICLE CAN BE SAFELY INSPECTED BY

THE TRAIN CREW. IF DEFECT CONFIRMED, VEHICLE TO BE DETACHED



RECOMMENCE OPERATIONS TO TRACK SPEED WHEN IT IS

ESTABLISHED THAT THE TRAIN CAN SAFELY CONTINUE IN SERVICE.

OPERATOR IS NOTIFIED AND TCR IS RAISED.

Note: Normalised refers to the process of normalising vehicle impacts by using 120kN normalisation

offset as a fixed value.

Untagged alarms: Wayside equipment scans tagged vehicles for registration and tracking purposes. An

alarm is raised if an un-tagged vehicle appears in a trains consist.

When defects are confirmed the required remedial action must be initiated by the train operator in

conjunction with the Network Controller.

Table 2.9.3 – Wheel Profile Monitors

RESPONSE TO AUTOMATIC KLD WHEEL PROFILE MONITOR LEVELS – EXETER AND PORT

GERMEIN

PROFILE OPTIMAL WARNING CONDEMN EXTREME

Flange Thickness ≤24mm,

>21mm

≤21mm,

>18.75mm

≤18.75mm,

>17mm

≤17mm,

Flange Height ≥33mm,

<34mm

≥34mm,

<35.25mm

≥35.25mm,

<37mm

≥37mm

Tread Hollowing ≥2mm,

<2.5mm

≥2.5mm,

<3.25mm

≥3.25mm,

<4mm

≥4mm

Rim Thickness ≤24mm,

>22mm

≤22mm,

>19.75mm

≤19.75mm,

>18mm

≤18mm

Table 2.9.4 – Hot Bearing Detector Alarms


General Information

Route Standards


HOT BEARING DETECTOR ALARMS

TEMPERATURE

ALARMS

REQUIRED ACTION

HOT ALARM

SST SITE 100C

THE TEMPERATURE HAS PASSED THE CRITICAL LEVEL AND THERE IS

A POSSIBILITY OF BEARING DAMAGE. TRAIN TO BE STOPPED

IMMEDIATELY AND VEHICLE INSPECTED. OPERATOR NOTIFIED AND

TCR IS RAISED.

WARM ALARM

SST SITE 93C AT 20C

AMBIENT VARIED BY

50% OF AMBIENT

TEMPERATURE.

THE TEMPERATURE IS HIGHER THAN NORMAL AND THE BEARING MAY

NEED ATTENTION. TRAIN TO BE STOPPED IMMEDIATELY AND VEHICLE

INSPECTED. OPERATOR NOTIFIED AND TCR IS RAISED.

Table 2.9.5 – Hot Wheel Detector Alarms

HOT WHEEL DETECTOR ALARMS

TEMPERATURE ALARMS REQUIRED ACTION

HOT ALARM

SST 300C

THE TEMPERATURE HAS PASSED THE CRITICAL LEVEL AND THERE IS

A POSSIBILITY OF BRAKE ISSUES AND WHEEL DAMAGE. TRAIN TO BE

STOPPED IMMEDIATELY AND VEHICLE INSPECTED. OPERATOR

NOTIFIED AND TCR IS RAISED

WARM ALARM

SST 270C

THE TEMPERATURE IS HIGHER THAN NORMAL AND THE BRAKES AND

WHEEL MAY NEED ATTENTION. TRAIN TO BE STOPPED IMMEDIATELY

AND VEHICLE INSPECTED. OPERATOR NOTIFIED AND TCR IS RAISED.

Table 2.9.6 – Dragging Equipment Detector Alarms

DRAGGING EQUIPMENT DETECTOR ALARMS

ALARMS REQUIRED ACTION

DRAGGING

EQUIPMENT

DETECTED

TRAIN TO BE STOPPED IMMEDIATELY AND VEHICLE INSPECTED.

OPERATOR NOTIFIED AND TCR IS RAISED.


General Information

Route Standards


Figure 2.9.1 – Wayside Monitoring Devices on the ARTC Network

North Star

Moree

Camurra

Narrabri

Narrabri Junc

Troy Junc

Dubbo

Islington

Junc

Broken Hill Bogan Gate

Goobang

Junc

Waratah

Maitland

Telarah

Casino

Muswellbrook

To Brisbane

Binnaway

Merrygoen

Narromine

Demondrille

Joppa Junc

Goulburn

Moss Vale Unanderra

Albury

Melbourne

Tottenham

Portland

Maroona

Adelaide

Outer Harbour

Crystal Brook

Port

Augusta

Whyalla

Parkeston

Tarcoola

To Kalgoorlie

and Perth

Ulan

Somerton

The Rock

JuneeJunee Nth Junc

Stockinbingal


Railcorp

Cootamundra

West Cootamundra

Acacia Ridge

Location of Wayside Devices

Angle of Attack

Acoustic Bearing Detector (RailBAM)

Dragging Equipment Detector

Embankment Slip Detector

Embankment Rockfall Detector

Ground Fault Detector

Hot Box Detector

Hot Bearing Detector

Hunting Detector

Hot Wheel Detector

Wheel Impact Load Detector (WILD)

Wheel Profile Monitor

Out of Gauge Detector

Rainfall Monitor

Wheel Noise Detector (RailSQAD)

Weighbridge

D Wauchope

455.508km

D 195.726km

HB

B

I185.900km

W

Tarro U

p Coal 1

78.527km

D

Burradoo Down Main 138.020kmExeter Up Main 155.350km

D230.295km

E E F F99.129km

99.490km

123.400km

104.400km

O

450.210km

R

HB

D R RHB

HB

HB

D

I

1772.600km

B

Nectar Brook

60.510kmI

Port Germein

31.700km

I

Lara 53.800km

Cockburn

345.600km

Coggan Crk

Bylong B

i-Dire

ctio

nal 387.9

30kmKerra

bee

Sandy Hollow

IDenm

an Bi-D

irect

ional 3

14.490km

Wolseley

Laverton

Port Botany

Dry Creek

To Darwin

O

Benalla

Oaklands

A

D

E

F

H

I

O

R

W

G

K

B

K A

B

B

A

S

S

IB

K

Heathfield

32.800km

B

HD

HW

HD HW

HW

HW

HW

HW

HW

W

O

HB

HB

I

B

Metfo

rd U

p Coal &

Up M

ain

Metfo

rd U

p/Down C

oal & M

ain

Maitla

nd Up C

oal 192.0

40km

Belford

Up M

ain &

Up R

elief 2

22.030km

Gra

sstre

e Up M

ain 2

80.610km

Gap

Werri

s Cre

ek

Northgate BP

D

Colley

Creek

379.860km

HB HW

D

HB

HW

Win

gen 331.4

30kmG

unnedah 481.1

70km

HB HW

D


General Information

Route Standards


2.10 Speed Restrictions During Hot Weather (High Temperature Speed Restrictions)

During hot weather conditions, some tracks may be susceptible to lateral instability that could lead to a

track buckle. To reduce this risk, ARTC may need to implement High Temperature Speed Restrictions

and other control measures, consistent with its Track Stability Management requirements: ETM-06-08

and ETM-06-09

2.10.1 New South Wales

Note: This section shall be read in conjunction with ANGE 210. Speed restrictions may be imposed when prescribed threshold temperatures are reached.

Table 2.10.1.1 – New South Wales Speed Restrictions During Hot Weather

TRAIN TYPE RULING TRAIN SPEED1

(KM/H)

SPEED RESTRICTIONS

DURING HOT WEATHER

(KM/H)

Passenger trains (all types) and

light locomotives.

100 or more

95

90

85

80

75

70 or less

90

85

80

75

70

65

Allowable track speed but not

exceeding 60 km/h

Freight trains containing all loaded

vehicles

or

Freight trains containing one or

more empty platform, all of which

must have allowable, empty speed

exceeding 80 km/h2.

90 or more

85

80

75

70 or less

80

75

70

65


exceeding 60 km/h

Freight trains containing one or

more empty platform, which are

restricted to an allowable, empty

vehicle speed of 80 km/h or lower2.

80


exceeding 50 km/h

Note: 1 The ruling train speed shall be the allowable track speed or the allowable vehicle speed, as specified in the Section Pages, whichever is less. 2 For the purpose of this rule, a loaded platform is one with a loaded mass of 30 tonnes or more.


General Information

Route Standards


2.10.2 Victoria

Note: This section shall be read in conjunction with TA20 ARTC Code of Practice for the Victorian main line network, Section 30 – Operating Procedures Infrastructure Works. Speed restrictions during hot weather are managed by imposing temporary speed restrictions. Speed restrictions may be imposed when prescribed threshold temperatures are reached.

Table 2.10.2.1 – Victorian Speed Restrictions During Hot Weather

INTERSTATE NETWORK

TRAIN TYPE SPEED RESTRICTIONS

DURING HOT WEATHER

(KM/H)

Passenger trains (all types) and light locomotives 90

Superfreighters 80

Goods 65

All freight trains consisting of empty vehicles 50

INTRASTATE NETWORK I1 MAROOA - PORTLAND

WOLO SPEED FREIGHT WOLO SPEED PASSENGER

Maroona - Portland 50 90

INTRASTATE NETWORK I2 BENALLA - OAKLANDS


Benalla - Yarrawonga 30 *30

Yarrawonga - Oaklands 30 *30

INTRASTATE NETWORK I3 ALBION – JACANA (Broad Gauge)


Albion - Jacana 20 N/A

*Operational Restrictions: The Benalla to Oaklands route is a designated freight line and as such no heritage and/or passenger services are permitted to operate on this line without prior permission from the ARTC Interstate Business Unit General Manager Operations Services.

2.10.3 South Australia and Western Australia

Note: This section shall be read in conjunction with the Code of Practice for the Defined Interstate Rail Network, Volume 3 - Operations and Safe Working, Part 1, Rules, 3.14.1 – Temporary Speed Restrictions. Speed restrictions during hot weather are managed by imposing temporary speed restrictions.


General Information

Route Standards


2.11 ARTC Safeworking Systems

The Network Controller is in charge of day-to-day operational control of safeworking systems. Network

Controllers operate from Network Control Centres located at Mile End, Broadmeadow and Junee.

Figure 2.11.1 – ARTC Safeworking Systems

North Star

Moree

Camurra

Narrabri

Narrabri Junc

Troy Junc

Dubbo

Islington

Junc

Broken Hill

Bogan Gate

Goobang Junc

Thornton Junc

Maitland

Telarah

Down/Up Coal

Kempsey

Mus

wel

lbro

okGulgong

To Brisbane

Binnaway

Merrygoen

Narromine

Joppa Junc

Goulburn

Moss Vale Unanderra

Macarthur

Albury

Melbourne

Tottenham

Portland

Adelaide

Outer Harbour

Crystal Brook

Spencer

Junction

Whyalla

Park

est

on

Tarcoola

Somerton

Junee

Junee Nth Junc

Stockinbingal


Railcorp

Cootamundra

West Cootamundra

Acacia Ridge

Wolseley

Lave

rton

Port Botany

Sefton Junc

Dry Creek

To Darwin

Benalla

Oaklands

Safeworking Systems

RVD

RVD

RVD

RVD

RVD

RVD

RVD

RVD

RVD

TOW

ABS

CTC

CTC

CTC

Stirling N

orth

Coonamia

CTC

Pyrenees Loop

RVD

Turrawan

RVD

RVD

RVD

YW

RVD

Auto

RVD

CTC

CTC

Northgate BP

T

M

P

TOW

T

TOW T

TOW

TOWVic

TOW

TOW

M SASA

To Perth

SA

SAM

TOW P

TOWP

TOW

P

TOW P

TOW

TOW

TOW

TOWP

P

P

P

TOW

P

TOW

RVD

CTC

YW

Train Order Working

Rail Vehicle Detection

Centralised Traffic Control

Yard Working

P PTOS (Phoneix Train Order System)

T

M

M

TMACS (Train Management and Control System)

Manual South Australia Train Order System

Manual Victoria Train Order System

SA

Vic

Koorgang Island

Port Waratah

BloomfieldS&T

Bombee Beach

Taree

RVD

RVD

Singleton

Man

gool

a

Abe

rdee

n

Wer

ris C

reek

Gap

Bre

eza

Camurra WestTOW

P

Sim St Junction / South Dynon

Moonee Ponds

Appleton Docks

Swanson Docks

Dimboola Loop

Maroona

Gerr

inghap

Port Augusta

CTC

TOW M SA

SA

NSW

VIC

Ben

galla

Wilp

injo

ng

Ula

nM

oola

rben

New

port

CTC

Kalg

oorlie

TOW

M SA

Tarcoola Kalgoorlie

TOW

M SA

Tarcoola Northgate BP

Wolseley TarcoolaCTC

WhyallaCTC

Spencer Junction

Outer Harbour

CTC

Dry Creek

Broken HillCrystal Brook

ABS

Laverton WolseleyCTC

Maroona PortlandTOW

VicM

ABS

ABS Automatic Block Signalling

SomertonLaverton

Melbourne

ABS

Benalla OaklandsTOW

P

AlburySomerton

CTC

Albury Port Botany

RVD

Cootamundra Stockinbingal

RVD

Parkes

Goobang

Junction /

(Parkes)

Stockinbingal

TOW

T

Moss Vale Unanderra

RVD

Islington Junction Acacia Ridge

RVD

TOW

TGoobang

Junction /

(Parkes)

Broken Hill

Thornton Junction Bloomfield

S&T

Maitland Turrawan

RVD

Muswellbrook Gulgong

RVD

MerrygoenGulgong

TOW

P

Goobang

Junction

GapTOW

P

North StarTurrawan

TOW

P

Camurra

WestCamurra

TOW

P

SA / WA NSW

S&T Staff & Ticket

Key

VIC

CTC

RVD

Picton

Glenlee

Mittagong

Chullora

Marrickville

Whittingham

Mt Thorley

Boggabilla (reserved corridor)

Local

RVD

RVD

Local

Local

Auto

Locally controlled signalling system

Remote controlled signalling system from Network Control


General Information

Route Standards


2.11.1 Broadmeadow Network Control Centre

Table 2.11.1.1 Safeworking Systems Operated from Broadmeadow Network Control Centre

Area of Control Safeworking System

ISLINGTON (inclusive) – THORNTON (inclusive) Rail Vehicle Detection (RVD)

BLOOMFIELD branch line Staff and Ticket (S+T)

THORNTON (exclusive) – SINGLETON (inclusive) and TELARAH

MT THORLEY – BULGA – WAMBO branch lines

Rail Vehicle Detection (RVD)

SINGLETON (exclusive) – MANGOOLA (exclusive) and ABERDEEN (exclusive) Rail Vehicle Detection (RVD)

ABERDEEN (inclusive) – WERRIS CREEK (inclusive) and BREEZA (exclusive)

MANGOOLA (inclusive) – GULGONG (exclusive) (including balloon loops)


WERRIS CREEK (Gap) (inclusive) – TURRAWAN (inclusive) Rail Vehicle Detection (RVD)

TELARAH (exclusive) – KEMPSEY (exclusive) Rail Vehicle Detection (RVD)

KEMPSEY (inclusive) – ACACIA RIDGE (exclusive) Rail Vehicle Detection (RVD)

DUBBO / TROY JUNCTION (exclusive) – MERRYGOEN (inclusive) Phoenix Train Order System

(PTOS)

DUBBO / TROY JUNCTION Rail Vehicle Detection (RVD)

MERRYGOEN (inclusive) – GULGONG (exclusive) Phoenix Train Order System

(PTOS)

PORT WARATAH and KOORAGANG Terminal Areas

KOORAGANG Terminal Area

Rail Vehicle Detection, Yard

working (RVD)

TURRAWAN (exclusive) - MOREE Phoenix Train Order System

(PTOS)

GOOBANG JUNCTION (PARKES) (exclusive) – NARROMINE (exclusive) - DUBBO

(exclusive)

Phoenix Train Order System

(PTOS)

NARROMINE Rail Vehicle Detection, Yard

working (RVD)

MERRYGOEN (inclusive) – WERRIS CREEK (Gap)(exclusive) Phoenix Train Order System

(PTOS)

MOREE – NORTH STAR Phoenix Train Order System

(PTOS)

CAMURRA – CAMURRA WEST Phoenix Train Order System

(PTOS)


General Information

Route Standards


2.11.2 Junee Network Control Centre

Table 2.11.2.1 – Safeworking Systems Operated from Junee Network Control Centre


MACARTHUR (exclusive) – GOULBURN/ JOPPA JUNCTION (exclusive)

MOSS VALE (inclusive) – UNANDERRA (exclusive)


COOTAMUNDRA (exclusive) – ALBURY (inclusive) Rail Vehicle Detection (RVD)

COOTAMUNDRA (inclusive) – STOCKINBINGAL (inclusive) Rail Vehicle Detection (RVD)

MACARTHUR - SEFTON JUNCTION - PORT BOTANY Rail Vehicle Detection (RVD)

ALBURY (inclusive) – SOMERTON (exclusive) Centralised Traffic Control

(CTC)

JOPPA JUNCTION (exclusive) – JUNEE (exclusive) Rail Vehicle Detection (RVD)

JUNEE (inclusive) – ALBURY (exclusive) Rail Vehicle Detection (RVD)

BENALLA (inclusive) – OAKLANDS (inclusive) Phoenix Train Order System

(PTOS)

2.11.3 Mile End Network Control Centre

Table 2.11.3.1 Safe Working Systems Operated from Mile End Network Control Centre


TOTTENHAM (exclusive) – NEWPORT (dual gauge)

(BROOKLYN – NEWPORT, broad gauge, controlled by V-Line)

Automatic Block Signalling (ABS)

NEWPORT (standard gauge) – LAVERTON LOOP (inclusive) Automatic Block Signalling (ABS)

GHERINGHAP (exclusive) – MAROONA (exclusive) Centralised Traffic Control (CTC)

MAROONA – PYRENEES (inclusive) Centralised Traffic Control (CTC)

MOONEE PONDS (ARTC interface) & APPLETON / SWANSTON DOCKS - SIMS ST

JUNCTION - WEST FOOTSCRAY JUNCTION – TOTTENHAM

Automatic Block Signalling (ABS)

TOTTENHAM – SOMERTON (exclusive) Centralised Traffic Control (CTC)

TARCOOLA (exclusive) – COOK – WEST KALGOORLIE (exclusive) Train Order Working (TOW

Manual SA)(ARTC Code of

Practise)

SPENCER JUNCTION (exclusive) – TARCOOLA Centralised Traffic Control (CTC)

TARCOOLA - NORTHGATE Train Order Working (TOW


Practise)

DRY CREEK NORTH JUNCTION – CRYSTAL BROOK Centralised Traffic Control (CTC)

CRYSTAL BROOK (exclusive) – COONAMIA Centralised Traffic Control (CTC)

COONAMIA – STIRLING NORTH (exclusive) Centralised Traffic Control (CTC)

STIRLING NORTH – SPENCER JUNCTION Centralised Traffic Control (CTC)

PORT AUGUSTA - WHYALLA Train Order Working SA (TOW


Practise)


General Information

Route Standards



CRYSTAL BROOK – BROKEN HILL (exclusive) Automatic Block Signalling (ABS)

MILE END – DRY CREEK NORTH

DRY CREEK JUNCTION – PELICAN POINT

Centralised Traffic Control (CTC)

WOLSELEY – MILE END (exclusive) Centralised Traffic Control (CTC)

MAROONA – PYRENEES LOOP (exclusive) Centralised Traffic Control (CTC)

PYRENEES LOOP – DIMBOOLA LOOP (inclusive) Centralised Traffic Control (CTC)

DIMBOOLA LOOP (exclusive) - WOLSELEY Centralised Traffic Control (CTC)

BROKEN HILL YARD Rail Vehicle Detection (RVD)

BROKEN HILL (exclusive) – GOOBANG JUNCTION (exclusive) Train Management and Control

System (TMACS)

GOOBANG JUNCTION YARD Rail Vehicle Detection (RVD)

GOOBANG JUNCTION (exclusive) – STOCKINBINGAL (exclusive) Train Management and Control

System (TMACS)

ALBION (inclusive) – TULLAMARINE (dual gauge) - JACANA (inclusive) (broad gauge) Centralised Traffic Control (CTC)

MAROONA – PORTLAND (inclusive) Train Order Working (TOW

Manual Vic) (TA20 Rule Book)

2.12 Curve Data

For all curve, gradient, transition and cant details please refer to the ARTC website at the following:

http://extranet.artc.com.au/eng_network-config_cd.html

2.13 Train Diversions

There is a risk of train incompatibility with track and other infrastructure when trains are to be diverted

from their normal route. Train diversions shall not be permitted until train compatibility risks are identified

and resolved between each affected Operator and ARTC.

ARTC shall issue a temporary Route Access Condition Notice where changes to the access conditions

for the ARTC Network are required during the diversion period.

http://extranet.artc.com.au/eng_network-config_cd.html


General Information

Route Standards


2.14 Signalling and Train Detection Interface

Other than locomotive sand, operators shall ensure their trains do not deposit insulating materials on

the rails as it may interfere with the ability of the train to be detected by the signalling system.

To ensure train safety at converging tracks and at clearance points, Operators shall ensure the distance

from the front or end of a train (draw gear/headstock) to the nearest axle centre does not exceed 3

metres. All rolling stock shall comply with Signalling Rolling Stock interface ESD-32-01. This document

defines the signalling infrastructure compatibility requirements for rolling stock to be operated on the

ARTC Network. The standard covers the technical requirements for compatibility of rolling stock with

signalling track circuits, position of signals, general electromagnetic interference and train braking. The

standard also covers the process for confirming compliance of rolling stock by the Train Operator. The

document also considers those aspects of interfaces to the track and the electrical traction supply

system which relate to the operating of the signalling system.


General Information

Safe Working Operations


3 Safe Working Operations

3.1 Rulebooks

All the following rulebooks apply to the ARTC Network:

• The New South Wales Network Rules and Procedures apply to the ARTC Network up to and including, Acacia Ridge, Albury, Broken Hill, Port Botany, Unanderra but excluding Oaklands

• The Code of Practice for the Victorian main line network applies to the ARTC Network in Victoria, up to and including Dimboola Loop, Benalla to Oaklands, Portland to Maroona and Albion to Jacana.

• The Code of Practice for the Defined Interstate Rail Network for Operations and Safeworking Volume 3 Version May 2002, Part 1 Rules applies to the ARTC Network in South Australia. It also applies in Victoria west of Dimboola Loop, in New South Wales west of Broken Hill and in Western Australia East of Parkeston. Includes ARTC addendum to the DIRN Code of Practice.

Rulebooks are available to Operators via the ARTC website.

Operators may also provide their staff with Operator specific procedures. These shall support and not

be in conflict with ARTC rulebooks or the Route Access Standard.

3.2 Safeworking Forms and Safety Equipment

Operators shall establish systems and manage the supply, maintenance and provision of safeworking

forms and safety equipment for use by rail safety workers. This includes, but is not limited to

safeworking forms and safety equipment:

• issued directly to rail safety workers

• provided on locomotives, rolling stock or track maintenance vehicles for their use.

Systems established by ARTC, Operators and Maintainers for safeworking forms shall include, but not

be limited to:

• supply and provision

• collection and internal audit

• retention for a minimum of four weeks for access by ARTC where there has been an incident

• archiving within the organisation for seven years.

Safety equipment includes but is not limited to:

• watches and clocks

• safeworking keys

• radios and telephones (fixed or mobile)

• end of train monitors and markers

• emergency equipment for train protection including sufficient detonators / audible warning devices, red and green flags, hand lamps and torches

• personal protective equipment for normal and emergency use for all conditions of the Network.

• It is a WA Government requirement to have ditch lights flash on the approach to public level crossings in WA.

• It is a WA Government requirement to have Railway Track Signal (detonator / audible warning device) detection on locomotives for trains operating in WA.


General Information



Systems established by ARTC, Operators and Maintainers for safety equipment shall include, but not be

limited to:

• security for issue, storage and withdrawal from rail safety workers

• provision and security of fixed equipment on locomotives, rolling stock or track maintenance vehicles for the use of rail safety workers

• internal records and audit

ARTC shall ensure safeworking keys are available to Operators and Maintainers at their cost to enable

access to safeworking equipment for operations.

Accredited Operators may request details about the types of safeworking keys required directly from

ARTC.

3.3 Network Notices

Network notices advertise important information for ARTC and Operators. Operators must provide

qualified workers with a relevant notice if it affects their work duties and responsibilities. Network notices

are available to Operators via the ARTC website.

Table 3.3.1 – Network Notices

Network

Notices

Valid In Description Media Source

Route Access

Condition Notice

(temporary and

permanent)

ARTC

Network

Used to advertise temporary deviations

and permanent changes to the Route

Access Standard

ARTC website

Safe Notice NSW Used to advertise permanent and

temporary changes to Safeworking

Rules and Procedures and

infrastructure

ARTC website

Timetable

Alteration

Advice

NSW Used to advertise alterations to a

timetable

ARTC website

Weekly Speed

Notice

NSW Used to advertise temporary speed

restriction information

RIC Speed

website

Train Notice –

Standing

Vic, SA, WA Used to advertise permanent changes

to the Code of Practice or

infrastructure

WebRAMS

ARTC website

Daily Train

Notice

Vic, SA, WA Used to advertise variations to the

fixed train service, advise out of gauge

movements and detail temporary

changes to operating standards

WebRAMS

ARTC website

Temporary

Speed

Restriction

Advice

Vic, SA, WA Used to advertise temporary speed

restriction information

WebRAMS

ARTC website


General Information



3.4 Time

All operations on the ARTC Network operate on 24 hour time.

3.4.1 Time Zones

The ARTC Network operates in three time zones.

Eastern Standard Time shall be observed in Queensland and New South Wales except at Broken Hill

where westbound arrival and eastbound train departures observe Eastern Standard Time and

westbound departures and eastbound arrivals observe Central Standard Time.

Eastern Standard Time shall also be observed in Victoria up to, but not including Wolseley.

Central Standard Time shall be observed in South Australia and in Western Australia except to the west

of Cook. At Cook, westbound arrivals and eastbound departures observe Central Standard Time,

eastbound arrivals and westbound departures observe Western Standard Time.

Changes to and from daylight saving time shall be observed at the times and dates promulgated in each

state of operation. In Queensland, train operations will be managed using New South Wales daylight

saving time.


General Information

Train Service Planning


4 Train Service Planning

4.1 General Requirements

Operators shall establish systems and manage all requirements associated with train service planning

including building and operating trains within the requirements of the Route Access Standard for the

train path for each train in respect of:

• any planned shunting en route and their effect on train parameters

• axle load maximum, for locomotives and rolling stock

• braking requirements including testing

• dangerous goods

• passenger management

• rolling stock (including locomotives) allocation

• train compatibility for possible train diversions

• train crewing arrangements

• train documentation

• train fuelling and provisioning

• train height, width and length limits

• train loading and security

• train marshalling requirements (including for locomotives marshalled together, for braking or

distributed)

• train schedule adherence (sectional running times)

• train speed maximums

• train amalgamations as part of a normal train service.

Operators shall conduct train operations to meet the terms and conditions of their rail safety

accreditation.

4.2 Section Run Times

All indicative section run times are listed on the ARTC website at this location:

http://www.artc.com.au/Content.aspx?p=102

4.3 Locomotive Allocation

Operators shall establish systems and manage all requirements associated with locomotive allocation

and the support of locomotives.

Environmental Compliance:

• All rolling stock shall comply with relevant state legislation and ARTC’s environmental licences in NSW and SA.

This shall include but not be limited to the allocation of locomotives (single or multiple) that are:

http://www.artc.com.au/Content.aspx?p=102


General Information



• certified for operation (in NSW this includes EPA approval of the locomotive model in accordance

with ARTC’s EPL 3142)

• rated for the track speed and capable of meeting the schedule to which the train is allocated

• fit for use on the ARTC Network in terms of

o multiple unit compatibility

o mechanical and electrical condition

o the task to be performed

• provisioned with sufficient supplies of fuel, sand, coolant lubricants as well as safety, emergency,

safeworking and communications equipment

• managed for train integrity when attached dead or offline.

Operators shall provide the ARTC Network Control Centre with:

• advice of locomotive allocations at least fifteen minutes prior to the service commencing use of the

ARTC Network

• timely advice of subsequent changes due to operational reasons.

4.4 Train Speed Capacity

The Operator shall establish systems and manage all requirements associated with ensuring the train

consist is comprised of locomotives and vehicles rated and loaded to travel at the speeds required in

the train schedule.

The speed of any train must not exceed the maximum allowable speed, whichever is lowest, of:

• the speed specified for the train schedule type as set out in Table 2.2.1 –Train speed and Axle

Load Limits for ARTC Network Operations

• - the speed noted within the relevant Route Access Standard section pages for train speed and

axle load limits

- the conditions as noted within relevant ARTC Route Access Condition Notices (RACN)

- the conditions as noted within relevant ARTC Train Operating Condition Waivers (TOC Waivers)

• the lowest maximum speed rating for any locomotive or vehicle in the train consist

• permanent or temporary speed signs displayed trackside

• the speed needed to comply with signal indications, or

• temporary speed restrictions notified by network control

• The conditions as noted within the relevant ARTC Train Operation Conditions Waivers (TOC

Waivers) for NSW or QLD.

4.4.1 Cant Deficiency / Enhanced Performance Speeds

Cant (superelevation) is the lift applied to the outside rail of a curve to balance the lateral forces

experienced by trains, passenger and freight, while travelling around a curve at speed.

Equilibrium cant is calculated for a given curve radius and a given speed. Trains travelling at speeds

above equilibrium speeds are said to be operating with a cant deficiency (CD). Usually passenger trains

operate at up to 110mm CD while freight trains operate at up to 80mm CD.


General Information



Where the track is maintained to a higher geometry standard, certain freight trains can operate at

Enhanced Performance speeds (EP). The actual cant hasn’t changed, the train simply travels faster

around curves so has higher CD.

• ‘EP’ Enhanced Performance speed boards are erected in the corridor and listed in the relevant

section pages of RAS for operation by compliant locomotives and wagons.

• All rolling stock within the train consist must be 110mm CD compliant.

WARNING: Failure to ensure all rolling stock is 110mm CD compliant can result in wheel unloading and

potential derailment.

• The train operator must have systems in place to assure in advance that all rolling stock within

the consist is 110mm CD compliant prior to commencement and;

• The train operator must have systems in place to detect non-compliant rolling stock and have

processes to either remove the non-compliant rolling stock from the train consist or comply with

the ‘Normal’ freight speeds as listed in the RAS section pages.

4.4.2 Speed of Trains on Crossing Loops

• When entering or leaving a loop the train shall not exceed the defined turnout speed until the

whole of the train has cleared the turnout.

• The maximum speed of a train on a loop is limited to the speed allowed through the turnout.

• Where the turnout speeds differ at opposite ends of a loop the maximum speed shall be the

higher of the turnout speeds

4.5 Train Hauling and Holding Capacity

Operators shall establish systems and manage all requirements associated with train hauling and

holding capacity by individual and multiple locomotives in any combination or arrangement. This shall

include, but not be limited to:

• managing the allocation of rolling stock (including locomotives)

• train hauling capacity to maintain the train schedule running

• train holding capacity when stationary on all conditions and grades for the intended journey.

4.6 Locomotive De-Sanding Equipment

For access to the ARTC Network, Operators shall allocate locomotives with functioning sanding and de-

sanding equipment.

Sanding equipment on locomotives may affect the integrity of the signalling system in track circuited

areas.

In track circuited areas, if de-sanding equipment becomes inoperable, or was not fitted to the:

• locomotive of a single unit train, or

• a trailing locomotive of a multi-unit train.

then all locomotives shall have their sanding equipment isolated, unless otherwise allowed under

section 10.2. Locomotive Excessive Sanding.


General Information



4.7 Train Braking Requirements

Operators shall establish systems and manage all requirements associated with train braking including,

but not limited to ensuring that:

• the train brake table (Table 4.7.1) applies to the train characteristics and ARTC Network area

• brakes are repaired or vehicles remarshalled or detached and brakes cut out as detailed below

• passenger trains are composed of rolling stock fully equipped with automatic train brake cut in and

operating at the time of departure from the commencement location

• trains other than passenger trains shall be responsible for ensuring compliance with the following:

o one conventional two bogie vehicle for every ten may have the automatic train brake cut out (or be

a piped vehicle) providing the total unbraked mass of any train does not exceed 10% of the total

mass of the load being hauled (excluding the mass of the hauling locomotives)

o one bogie for every ten in a train where individual bogies can be isolated or the isolation of triple

valve control units affects more than two bogies. This only applies on the proviso that the total

unbraked mass of the train shall not exceed ten per cent of the total train mass (excluding the

mass of the hauling locomotives)

o no more than 10% of all wagons or 10% of all bogies where individual bogies can be isolated. This

only applies on the proviso that the total unbraked mass of the train shall not exceed 10% of the

total train mass (excluding the mass of the hauling locomotives)

o not more than two unbraked vehicles may be coupled together at any point in any train

o where two unbraked vehicles are coupled together, a minimum of two braked vehicles shall be

marshalled on either side of the unbraked vehicles

o in all cases, the last three vehicles of a train shall have the automatic train brake and handbrake

operational and have passed the brake holding test.

o the qualified worker conducting the brake test shall inform the train crew of any vehicle on which

the automatic train brake does not operate, and its position in the train consist. The train crew is

responsible for obtaining this information, which shall be set out on a brake test certificate, before

starting the train

• any vehicles with brakes cut out are identified (tagged).

Train Braking Table details can found on the ARTC website at the following location ESD-32-01

Signalling Rolling Stock Interface Section 17:

http://extranet.artc.com.au/docs/eng/signal/procedures/design/ESD-32-01.pdf

Table 4.7.1 – Train Brakes and the Type of Train to Which They Apply

TRAIN BRAKE CURVE TYPE OF TRAIN

GW40 DEFINED INTERSTATE RAIL NETWORK

GW30 SUPER FREIGHTER

GW16 SUPER FREIGHTER

GW10 LOADED COAL TRAIN

GW11 EMPTY COAL TRAIN

http://extranet.artc.com.au/docs/eng/signal/procedures/design/ESD-32-01.pdf


General Information



HSP160 HIGH SPEED PASSENGER TRAIN TO 160 KM/H

MSP120 SELF-PROPELLED PASSENGER TRAIN TO 120 KM/H

Table 4.7.2 – The Lines in which Train Brakes Tables Apply

LINE TRAIN BRAKE CURVE

DEFINED INTERSTATE RAIL NETWORK*

*EXCEPT COOTAMUNDRA TO PARKES

GW40, HSP160, MSP120

COOTAMUNDRA – STOCKINBINGAL GW16

STOCKINBINGAL – PARKES GW30

HEAVY HAUL NETWORK – ISLINGTON TO DARTBROOK AND

MUSWELLBROOK TO ULAN

GW40, HSP160, MSP120

GW10(UP), GW11(DOWN)

OTHER LINES WITH XPT SERVICES HSP160

Note: Where more than one table is referenced, each of the respective tables applies to the respective

lines.


General Information



4.8 Operation of Trains on Steep Descending Grades

Operators shall establish systems and manage all requirements associated with the operation of trains

(including light locomotives) on steep descending grades including, but not limited to:

• additional train handling requirements by the train crew

• additional requirements due to locomotive configurations or arrangements

• additional braking requirements or operations

• additional or special train inspections

• appropriate provision and management of rolling stock equipment including, but not limited to:

o grade control valves

o fixed exhaust chokes

o train brakes

o handbrakes

• limiting the maximum train speed.

4.9 Train Speed Restrictions on Steep Descending Grades

Table 4.9.1 Speed Restrictions When Operating on a Steep Descending Grade

CIRCUMSTANCE TRAIN SPEED (KM/H)

FREIGHT TRAINS DESCENDING 1 IN 30 GRADES

OR STEEPER

UP TO 30

LIGHT LOCOMOTIVES DESCENDING 1 IN 30

GRADES OR STEEPER

UP TO 30

Refer to: D52 Mossvale – Unanderra, for maximum speeds on graded sections.

H2 Muswellbrook Ascending– Werris Creek, bank locomotive working Willow Tree – Ardglen.


General Information



4.10 On Train Communication

The Operator is responsible for the provision of locomotive based communication equipment required

for network operations and safeworking. The Operator shall ensure that locomotive communications

equipment is maintained and is compatible with the equipment used by ARTC Network Control.

Accredited Operators may request radio frequencies directly from ARTC.

Table 4.10.1 – On Train Communication Requirements for ARTC Network Areas

ARTC Network Area On-Train Communication Requirement

NSW *NTCS / ICE radio to provide the primary means of voice communications between

the Train Crew and Network Controller.

Working backup communications, which may include mobile or satellite phone, to be

used in the event of a failure of the primary voice radio system.

Local Train Radio (LTR) (UHF 450.050 MHz) for local communications with other

Train Crews, track workers and wayside equipment.

ICAPS capable radio for the remote operation of points by the Train Crew from the

locomotive between Goobang Junction and Broken Hill.

VIC *NTCS / ICE radio to provide the primary means of voice communications between






SA/WA *NTCS / ICE radio to provide the primary means of voice communications between






ICAPS capable radio for the remote operation of points by the Train Crew from the

locomotive between Tent Hill and Parkeston.

*Note: Train crews’ must ensure that ICE radio units in all trailing locomotives are turned off when NOT

in use


General Information



4.11 Train crewing

Operators shall establish systems and manage all requirements associated with crewing trains. The

systems established by Operators shall ensure that:

o train crews are medically fit and capable of undertaking their duties

o train crews are certified and have current competency in relevant route knowledge, train handling

and safeworking rules and procedures

o train crews are competent in the operational and practical requirements relating to train

preparation, testing and management for the types of locomotives and rolling stock to be operated

o train crews affected by fatigue, or do not comply with zero drug and alcohol requirements, are not

permitted to operate trains.

Before a train enters the ARTC Network, advice shall be provided to the Network Controller about any

planned train crew change requirements that may affect the train’s path.

After entering the network, train crews should continue to communicate with Network Control about

changing train crews en route so that pathing of trains is not unduly affected.

Train crew changes should not be planned to take place part way through a section.

Where a train is composed of more than one crewed locomotive, the drivers shall have effective radio

communications with each other and the driver of the leading locomotive shall have full control of train

braking.

4.12 Train Identification and Markers

Operators shall establish systems and manage all requirements associated with train identification and

markers.

A train’s approach shall be recognised by the lead locomotive headlight, which shall normally be

switched on when operating on the running lines.

Trains and light locomotives operating as a train shall also be identifiable by the unique identification

displayed on the leading locomotive.

The end of a train shall be identifiable by an end of train device, which shall be:

o an end of train marker, or

o the tail lights of a locomotive when marshalled at the rear of train.

An end of train marker must be fitted to a passenger car where it is the last vehicle on the train.

4.13 Fuelling Trains on the ARTC Network

Operators shall establish systems and manage all requirements associated with the fuelling of trains.

Fuelling from mobile tankers while a train is standing on the ARTC Network is prohibited unless the

fuelling site has been approved by ARTC.

In an emergency situation, if fuelling from a mobile tanker is required on the ARTC Network at a site that

has not been approved, the Operator shall, prior to refuelling, obtain permission from ARTC via the

Network Controller.


General Information



4.14 Distributed Power

Distributed Locomotive Power is permitted on the ARTC Network.

All powering locomotives on Distributed Power trains are normally controlled by the one driver. Trains

with rear locomotives controlled by a second driver are normally called Assisted or Banked trains.

Operators of Distributed Power trains are responsible for safety, reliability and performance of all their

above rail activities, including the configuration of trains on the network. For NSW and Queensland

operations, refer to the TOC manual for Assisting (Banking) Locomotives.

Above rail operations must be compatible with interface requirements in RAS (and performance

requirements of Access Agreement).

The train operator shall be responsible for ensuring:

• That adequate communication and control is maintained between distributed power locomotives within a

train, including full control of the automatic air brake throughout the train.

• That the train does not emit or receive EMF transmissions which interfere with the operation of their

train, other trains or the railway signalling and communication system.

• When distributed power locomotive(s) are marshalled at the rear of the train, the Operator shall have

marshalling procedures in place for minimum allowable vehicle mass for those vehicles in the trailing

1/3 of the train.

• The two red lights on the rear locomotive must be exhibited as tail lights to indicate the rear of the train.

A flashing tail light (end of train marker) alternately can be used.


General Information

Rolling Stock Outlines


5 Rolling Stock Outlines

Operators shall establish systems and manage all requirements associated with compliance to ARTC

Network rolling stock outlines for the route of operation outlined in Table 5.1, Table 5.2 and Figure 5.1.

Detailed Rolling stock outline requirements are published separately in Appendix A Rolling Stock

Outlines & Loading requirements

Table 5.1 – Permitted Rolling Stock Outline on the ARTC Network

Diagram Rolling Stock Static Outlines RISSB Ref Vehicle #

A1.1 Rolling Stock Interstate Outline Plate A RV1

A1.2 Rolling Stock Interstate Outline Plate B RV2

A1.3 Rolling Stock Interstate Outline Plate C RV3

A1.4 Rolling Stock Interstate Outline Plate D RV4

A1.5 Rolling Stock Interstate Outline Plate E1 Note 1

A1.6 Rolling Stock Interstate Outline Plate F1 Note 1

A1.7 Rolling Stock Interstate Outline Plate F2 Note 1

A1.8 Rolling Stock Interstate Outline Plate H Note 1

A1.9 Rolling Stock Outline Plate CY4150 RV7

A1.10 Rolling Stock Outline Plate CZ RV8

A1.11 Rolling Stock Outline Plate Narrow Non-Electric (NNE) RV21

A1.12 Rolling Stock Outline Plate NSW Narrow Container (NC) RV23

A1.13 Rolling Stock Outline Plate NSW Narrow Square (NS) RV24

A1.14 Rolling Stock Outline Plate NSW Inter System (IS) RV25

A1.15 Rolling Stock Outline Plate NSW Narrow Hopper (NH) RV26

A1.16 Rolling Stock Outline Plate NSW Double Stacking (DS) RV9

Notes:

“RV#” – RISSB Reference Vehicle number as per AS7507 as published in 2017

1: These plates are currently not published in RISSB AS7507 as published in 2017


General Information



Table 5.2 – Allowable Maximum Rolling Stock Outlines

ROLLING STOCK

OUTLINE

ROUTE

RO

A A

RO

A B

RO

A C

RO

A D

AR

TC

E1

AR

TC

F1

AR

TC

F2

AR

TC

H

AR

TC

CY

41

50

AR

TC

CZ

NS

W N

NE

NS

W N

C

NS

W N

S

NS

W I

S

NS

W N

H

NS

W D

S

D5-7 AFT ISLINGTON – CRYSTAL BROOK – PARKESTON

(END OF ARTC TRACK) ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓

D4 DRY CREEK – OUTER HARBOUR ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓

D21 WHYALLA LINE ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓

D15 CRYSTAL BROOK – BROKEN HILL ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓

D14 BROKEN HILL – GOOBANG JUNC ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓

D1-3 AFT ISLINGTON – TOTTENHAM JUNCTION – DYNON ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓

D53 MELBOURNE (TOTTENHAM) – WODONGA – RIVER

MURRAY BRIDGE – ALBURY ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓

D51 ALBURY – MACARTHUR ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓

D33 MAITLAND – ACACIA RIDGE (NSW NTH COAST) ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓

D11 COOTAMUNDRA – GOOBANG JUNC ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓

D52 MOSS VALE – UNANDERRA ✓ ✓ ✓ ✓

D45 PORT BOTANY – MACARTHUR ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓

H1 ISLINGTON JUNCTION – MUSWELLBROOK ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓

H2 MUSWELLBROOK – WERRIS CREEK ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓

H3 WERRIS CREEK – NARRABRI ✓ ✓ ✓ ✓

H4 MUSWELLBROOK – ULAN ✓ ✓ ✓ ✓ ✓ ✓ ✓

I1 PORTLAND – MAROONA ✓ ✓ ✓ ✓

I2 BENALLA – OAKLANDS ✓ ✓ ✓ ✓

I3 ALBION – JACANA (NOT CONNECTED TO DIRN) ✓ ✓ ✓ ✓

I5 DUBBO – GOOBANG JUNC ✓ ✓ ✓ ✓ ✓ ✓ ✓

I4 GAP – BINNAWAY - MERRYGOEN ✓ ✓ ✓ ✓

I4 MERRYGOEN – DUBBO ✓ ✓ ✓ ✓ ✓ ✓ ✓

I7 ULAN – GULGONG – MERRYGOEN ✓ ✓ ✓ ✓ ✓ ✓ ✓

I6 NARRABRI – NORTH STAR ✓ ✓ ✓ ✓

PL

AT

E V

1

PL

AT

E V

2

PL

AT

E V

3

PL

AT

E V

4

PL

AT

E V

7

PL

AT

E V

8

PL

AT

E V

21

PL

AT

E V

23

PL

AT

E V

24

PL

AT

E V

25

PL

AT

E V

26

PL

AT

E V

9

RISSB ROLLING STOCK OUTLINE

✓= Allowed, = Not allowed

1 & 2 Full ROA plates E and F do not apply on the ARTC Network. Refer to Figure 5.1 for

details about modified ROA plates E and F and their applicability.


General Information



Figure 5.1 – Rolling Stock Outlines Permitted on Routes

North Star

Moree

Camurra

Narrabri

Narrabri Junc

Troy Junc

Dubbo

Islington

Junc

Broken Hill

Bogan Gate

Goobang

Junc

Waratah

Maitland

Telarah

Down/Up Coal

Casino

Werris Creek

MuswellbrookGulgong

To Brisbane

Gap

Binnaway

Merrygoen

Narromine

Demondrille

Joppa Junc

Goulburn

Moss Vale Unanderra

Macarthur

Albury

Melbourne

TottenhamPortland

Maroona

Adelaide

Outer Harbour

Crystal Brook

Port

Augusta

Whyalla

Parkeston

Tarcoola

To Kalgoorlie

and Perth

Ulan

Somerton

The Rock

Junee

Junee Nth Junc

Stockinbingal


Railcorp

Cootamundra

West Cootamundra

Acacia Ridge

Wolseley

Laverton


Dry Creek

To Darwin

BenallaOaklands


F1

E1

F1

C, D, NC, NS, IS

NS

C, D, NC, NS, IS

Notes:

• On routes where outline F is allowed, all other outlines are permitted.

• On routes where outline E is allowed, all other outlines except outline F are permitted.

• On routes where outlines C and D are allowed,

outlines A and B are permitted.

F1

F2 H

F2 H

F1

C, D, NC, NS, IS

C, D, CZ, C4150

F2 H

NC, NS

NC, NS

NC, NSNC, NS

NS

NS, NC, IS

FarleyNC

NS

C, D, NC, NS, IS

C, D, NC, NS, IS

C, D, NC, NS, IS

C, D, NC, NS, IS

C, D, NC, NS, IS

C, D, NC, NS, IS

C, D, C4150

C, D, CZ, C4150

C, D, CZ, C4150

C, D, CZ, C4150

Outer Harbour

To Crystal Brook

Dry CreekPort Flat

Adelaide Freight TerminalFF

1F1

F2

F2

F1

To Wolseley

F1 = 3000 wide x 6500 high

F2 = 2500 wide x 6500 high

E1 = 3000 wide x 6000 high

C, D, CZ, C4150

Adelaide

NC, NS

A, B, NNE, NH

A, B, NNE, NH


General Information

Load Restrictions


6 Load Restrictions

Operators shall comply with the loading restrictions specified in Appendix A Rolling Stock Outlines &

Loading requirements the appropriate loading diagram and corresponding area of operation map.

Note: If there is any doubt about the safe transit of loads, the train shall not be permitted to enter or

continue to proceed through the ARTC Network. The Operator must arrange for re-examination and

certification of the train before continuing.

6.1 Out of Gauge Train Paths

ARTC may consider Operator requests for out of gauge loads on a train path as follows:

• For non-divisible loads that cannot be reasonably reduced within the loading outline dimensions to

conform to the ARTC structure gauge

• ARTC shall not consider out of gauge loading requests for divisible items only to increase vehicle

capacity

• A request for each proposed out of gauge load on a train path shall be submitted to the ARTC

Short Term Train Planning department for approval as published

• If there is any doubt regarding out of gauge loading, it will not be approved by ARTC

• Out of gauge loads shall not operate without authorisation from ARTC

• Out of gauge loading and train path arrangements include acceptability by the receiving system

and is to be arranged by the Operator.

6.2 Out of Gauge Trains

In considering requests for out of gauge train service subject to published approval conditions, ARTC

may impose and advertise special restrictions including, but not limited to:

• train path and route restrictions

• restricted train length

• restricted train speed for grade conditions

• additional Operator inspections en route

• special arrangements for crossing or passing other trains

• special arrangements for crossing other out of gauge loads

• special arrangements for managing interactions with adjacent lines

• special arrangements including piloting and speed restrictions for passing work on track

• out of gauge train arrangements include acceptability by the receiving system

• special arrangements for temporary configuration changes to infrastructure.


General Information

Load Restrictions


6.3 Dangerous Goods on Trains

Operators shall establish systems and manage all requirements associated with the transport and

carriage of dangerous goods including, but not limited to:

• compliance with the Australian Dangerous Goods Code (ADG Code)

• separation between dangerous goods on rail vehicles and marshalling of rolling stock containing

dangerous goods shall comply with the provisions of Division 9.2 and Table 9.3 of the ADG Code

and any regulations, provisions or exemptions to that code as approved by the Competent

Authority

• compliance with exemption number EXEM2000/65 issued on 29 January 2001 by the NSW

Environment Protection Authority on behalf of the Competent Authorities Panel.

• Note: This exemption covers acceptable alternate methods of working. Any Operator not wishing to

use this exemption shall comply with the existing provisions of the ADG Code.


General Information

Train Marshalling and Locomotive Allocation


7 Train Marshalling and Locomotive Allocation

Operators shall establish systems and manage all requirements associated with the marshalling of

trains, which involves making up the train consist, including locomotives.

7.1 Train Marshalling Principles

Operators shall establish systems and apply train marshalling principles to ensure safe and reliable

operation including, but not limited to:

• Loaded vehicles should generally be marshalled to the front of the train, immediately behind the locomotive(s), where possible

• Lightly loaded and empty vehicles should generally be marshalled to the rear of the train

• The marshalling of a vehicle within a train shall also be determined by:

o draw capacity

o brake equipment type

o type of rolling stock (e.g. wooden body)

o dangerous goods loading and segregation

o length difference between adjacent vehicles

o passenger requirements

• Vehicle or loading destination shall not be used to determine marshalling sequence until safety factors have been fully considered

• Impact on train marshalling in the event of two trains being amalgamated into one train due to operational reasons.

7.2 Maximum Number of Train Locomotives and Train Loads

The lateral forces exerted to a track by a moving train can contribute to the track under a train becoming

unstable. The likelihood that unsafe conditions will arise is dependent upon the track grade and

curvature of the area, as well as the train locomotive adhesion levels and its trailing load.

On most parts of the ARTC Network, ARTC does not impose limits on trailing loads or locomotive

adhesion. Exceptions for network specific locations and trains are set out in Table 7.2


General Information



7.2.1 Network Specific Locations (ARTC Limits)

Table 7.2 – Maximum Trailing Loads (both Directions)

MILE END TO TAILEM

BEND

MOSS VALE

(SUMMIT TANK

TO UNANDERRA)

BROADMEADOW TO

WERRIS CREEK

(ARDGLEN BANK)

TRAINS OF ALL TYPES (IN

EITHER DIRECTION)

5000 TONNES (BEHIND

ANY LOCOMOTIVE SET)

4500 TONNES4

5200 TONNES1

LOADED COAL TRAINS

ONLY

N/A AS ABOVE 7200 TONNES2

8200 TONNES3

MAXIMUM NUMBER OF

LOCOS AT FRONT IN

POWER AND IN CONTROL

N/A 5 LOCOS 4 LOCOS

Notes:

1 Minimum number/hp of assisting banker locos is 3/7000 hp.

2 Maximum number/hp of banker locos is 4/9000 hp. Maximum speed limit for non-attached bankers of

50 km/h can be exceeded.

3 Assisted Willow Tree to Ardglen with sufficient tractive effort, typically by minimum horsepower 7000hp

(AC traction loco/DC loco), maximum horsepower 9000hp (AC traction loco/DC loco) comprising up

to maximum 4 banker locos, or equivalent motive power configuration, no empties in consist.

For loaded coal trains the 50km per hour limit for non-attached bankers can be exceeded – reference

North section pages – Broadmeadow to Werris Creek - Bank Locomotive working.

Applies to ECP braked trains only - Operator must refer to ARTC prior to operation of these trains and

also have specific recovery procedures to manage all situations in event of train failure.

4 Applies to 2 pipe coal trains ONLY in UP (downhill) direction with 2 OFF L3/ 82 class locos and to

single pipe general freight, grain and non-coal in DOWN (uphill) direction with 5 OFF L2/NR class

locos. Refer to Moss Vale –Unanderra section pages.

Notes for Table: The above table sets out existing, accepted and established practice. The above can

be reviewed at any time.


General Information



7.3 Dynamic

Dynamic braking shall not be used for the control of train speed (i.e. the dynamic brake must be used in

conjunction with the automatic train brake) in the following instances:

• When more than three locomotives are marshalled on the front of the train and powering.

• Irrespective of the number of locomotives marshalled on the front of the train, if any empty vehicle or empty

platform (in the case of multipack vehicles) is marshalled with more than 2000 tonnes trailing that empty

vehicle.

7.4 Wooden-Bodied Vehicles (New South Wales)

Trains with wooden-bodied vehicles marshalled at either end of a locomotive hauled train, or within the

train consist of a self-propelled train, shall be block worked.

The Operator shall marshal and operate wooden-bodied vehicles in compliance with their Rail Safety

Accreditation Working including, but not limited to, ensuring that:

• On a locomotive hauled train, only steel strengthened wooden-bodied vehicles are marshalled at either end

of the train consist, or they remain unoccupied for the duration of the journey

• On self-propelled trains that contain wooden-bodied vehicles, approved hazard warning lights shall be fitted

at each terminal end and impact resistant barriers are provided on the front and rear windows.


General Information

Train Inspection


8 Train Inspection

Operators shall establish systems and manage all requirements associated with the inspection of trains

and vehicles.

The minimum inspection requirements including but not limited to trains prior to, and following entry to

the ARTC Network, are set out in Table 8.1 and Table 8.2.

Table 8.1 – Train Inspection and Testing of Trains Prior to ARTC Network Entry

CIRCUMSTANCE REQUIREMENTS

ALL TRAINS PRIOR TO ARTC NETWORK ENTRY, EXCEPT PPM TRAINS. FULL TRAIN INSPECTION

PPM TRAINS AT INTERVALS DEFINED BY THE PPM CYCLE. FULL TRAIN INSPECTION

AFTER TRAIN LOCOMOTIVES ARE ATTACHED TO A PRE-INSPECTED

TRAIN. THE PRE-INSPECTION SHALL BE CARRIED OUT LESS THAN 24

HOURS PRIOR TO THE ATTACHMENT AND EFFECTIVE SECURITY IS

MAINTAINED.

BRAKE PIPE LEAKAGE TEST

FULL CONTINUITY TEST

A LIGHT LOCOMOTIVE CONSIST LIGHT LOCOMOTIVE

CONTINUITY TEST

A MULTIPLE UNIT TRAIN AFTER AMALGAMATION OR DIVISION OF

TRAINS WHERE BRAKE PIPE CONTINUITY HAS BEEN AFFECTED.


Table 8.2 Train Inspection and Testing of the trains following ARTC Network Entry


AFTER PRE-INSPECTED WAGON OR A BLOCK / RAKE OF WAGONS

ARE ATTACHED TO A TRAIN EN ROUTE. THE PRE-INSPECTION SHALL

BE CARRIED OUT LESS THAN 24 HOURS PRIOR TO THE ATTACHMENT

AND EFFECTIVE SECURITY OF THE PRE-INSPECTED WAGONS HAS

BEEN MAINTAINED.

BRAKE INSPECTION

LOADING INSPECTION

AFTER A WAGON OR SINGLE BLOCK / RAKE OF WAGONS ARE

ATTACHED TO A TRAIN EN ROUTE.


MODIFIED CONTINUITY TEST

AFTER MORE THAN ONE BLOCK / RAKE OF WAGONS IS ATTACHED TO

THE SAME TRAIN EN ROUTE.



AFTER A WAGON OR WAGONS / RAKE ARE ATTACHED AND BECOME

ONE OF THE LAST THREE WAGONS ON THE TRAIN EN ROUTE.

BRAKE HOLDING TEST

AFTER A BLOCK / RAKE OF WAGONS IS DETACHED FROM A TRAIN EN

ROUTE. (NOT INCLUDING THE LAST THREE VEHICLES)



AFTER MORE THAN ONE BLOCK / RAKE OF WAGONS IS DETACHED

FROM THE SAME TRAIN EN ROUTE. (INCLUDING THE LAST THREE

WAGONS)

BRAKE PIPE HOLDING TEST


AFTER A TRAIN HAS BEEN STANDING ON THE ARTC NETWORK WITH

LOCOMOTIVES ATTACHED PROVIDED THE BRAKE PIPE IS

MAINTAINED FULLY CHARGED AND EFFECTIVE SECURITY OF THE

TRAIN HAS BEEN MAINTAINED.

NIL


General Information

Train Inspection



AFTER A TRAIN HAS BEEN STANDING ON THE ARTC NETWORK

WITHOUT LOCOMOTIVES FOR NOT MORE THAN 24 HOURS AND

EFFECTIVE SECURITY OF THE TRAIN HAS BEEN MAINTAINED.



AFTER A TRAIN HAS BEEN STANDING ON THE ARTC NETWORK WITH

OR WITHOUT LOCOMOTIVES FOR MORE THAN 24 HOURS AND

EFFECTIVE SECURITY OF THE TRAIN HAS BEEN MAINTAINED.

FULL TRAIN INSPECTION

AFTER DETACHING LOCOMOTIVES FROM A TRAIN ON THE

ARTC NETWORK SO THEY CAN BE CHANGED OR THE SAME

LOCOMOTIVES RE-COUPLED TO THE TRAIN WITHIN NO MORE THAN

TWO HOURS AND EFFECTIVE SECURITY OF THE TRAIN HAS BEEN

MAINTAINED.



AFTER DETACHING LOCOMOTIVES FROM A TRAIN ON THE

ARTC NETWORK SO THE LOCOMOTIVES CAN BE CHANGED OR THE

SAME LOCOMOTIVES RE-COUPLED TO THE TRAIN WITHIN TWO TO 24

HOURS AND EFFECTIVE SECURITY OF THE TRAIN HAS BEEN

MAINTAINED.



AFTER ATTACHING ASSISTING LOCOMOTIVES TO THE FRONT OF A

TRAIN ON THE ARTC NETWORK.



AFTER ATTACHING BANK LOCOMOTIVES TO THE REAR OF A TRAIN

ON THE ARTC NETWORK.



AFTER A RUN AROUND MOVEMENTS IN THE NETWORK (I.E. TRAINS

CHANGING THEIR DIRECTION).

EXCEPTION: A BRAKE HOLDING TEST IS NOT REQUIRED IF

CONDUCTED AT BOTH ENDS OF THE TRAIN DURING ITS TRAIN

INSPECTION.

BRAKE HOLDING TEST ON

THE LAST THREE VEHICLES


BEFORE A TRAIN DESCENDS A GRADE OF 1 IN 33 OR GREATER THAT

IS NOT FITTED WITH EXHAUST CHOKES ON 80 PER CENT OF THE

TRAIN’S MASS.

HP GRADE INSPECTION


General Information

Train Documentation


9 Train Documentation

Operators shall establish systems and manage all requirements associated with train documentation.

Note: Documents may be in electronic format.

9.1 Requirements Prior to Network Entry

Not less than fifteen minutes prior to the service commencing use of the ARTC Network, the train

consist shall be documented and provided to ARTC and accurately include:

• train number and date for identification

• identity of each locomotive working or being hauled

• total number of vehicles on the train

• gross mass of train in tonnes

• trailing mass of train in tonnes (excluding mass of working locomotives)

• length of the train in metres

• vehicles with dangerous goods

• the identity and sequence of vehicles

• the gross mass of each vehicle (in the case of multi pack wagons total mass of all wagons).

• vehicles with approved out of gauge loading

• the origin and destination of each vehicle.

In addition, the Operator shall provide to the ARTC Network Control Centre the location and details of

vehicles to be attached/detached en route.

9.2 Requirements On-Train

Documentation that is required on-train, in the possession of the working train crew shall include:

• the train manifest

• a train inspection certificate warranting the following:

o correct braking function

o details of rolling stock with brakes cut out

o brake pipe leakage test results

o the identity of rolling stock used in brake holding tests

• applicable dangerous goods documentation

• applicable notices and circulars

• applicable safeworking forms

• location and details of vehicles to be attached/detached en route

• Operator specific documentation.


General Information

Train Documentation


9.3 Requirements Following Network Entry

Where on-train documentation is amended to reflect changes to the train consist during its trip, these

changes shall be advised to the ARTC Network Controller.

9.4 ARTC Requested Documentation

Upon request from ARTC, the Operator shall provide a copy of any documentation detailed in this

section that affects the integrity of the train.

9.5 Discrepancies Affecting Operational Safety

Where the Operator or ARTC becomes aware of a documentation discrepancy, the other party shall be

advised.

Where, in the opinion of either ARTC or the Operator, the discrepancy may impact on the safe integrity

of the train:

• The ARTC Network Controller shall arrange for the train to be stopped at the first available location

• The Operator shall arrange for the on-train documentation to be compared with the actual composition of

the train

• The Operator shall provide details of the discrepancies found to the ARTC Network Controller

• The Operator shall rectify any train integrity problems.

Documentation discrepancies that may impact the safe integrity of the train include, but are not limited

to:

• the actual train length exceeds the documented length

• the actual train mass exceeds documented mass

• the actual axle load exceeds documented load

• the actual lead locomotive is not the documented lead locomotive

• omissions (e.g. locomotives or vehicles missed from the train consist).

When the Operator assures safe train integrity, the ARTC Network Controller may resume normal

operations.


General Information

Train Failures


10 Train Failures

10.1 Passenger Trains

When trains conveying passengers fail, the Operator shall manage all on-train passenger requirements

and arrangements in respect of:

• any special requirement for the train to stop to detrain passengers

• decisions for operating rolling stock in or out of service

• moving or repositioning passengers within the train.

10.2 Locomotive Excessive Sanding

Excessive sanding can affect the normal operation of track circuits and the signalling system.

The train crew of a train with a locomotive(s) applying excessive sand or sanding continuously shall:

• Advise the ARTC Network Controller and seek agreement to stop their train as soon as possible.

• Once their train has stopped, the train crew shall rectify the fault.

• If the fault cannot be rectified, the sanding equipment shall be isolated.

If sand is needed to overcome poor adhesion conditions, the sand equipment may be cut in if:

• the train crew advise the Network Controller

• in NSW, the train continues under block working conditions as shown in ANSY 512, until the sanding

equipment can again be isolated.

10.3 Locomotive Wheel Spin

Uncontrolled locomotive wheel spin can cause severe damage to rails.

The train crew of a train with locomotive uncontrolled wheel spin shall advise the ARTC Network

Controller so rails can be inspected for damage.

If uncontrolled wheel spin occurs on any locomotive on a train, no more than three attempts may be

made to move the train. If the train will still not move and/or wheel spin continues, the train shall be

assisted from the section.

10.4 Trains Causing Fires

Trains with sticking brakes can cause fires on the ARTC Network. Train crews shall be vigilant to ensure

brakes that have failed to release are detected and cut out. Passing trains should be watched from both

sides, where possible, for sticking brakes or other sources of fire.


General Information

Train Failures


10.5 Train Speed When Brakes are Cut Out

Table 10.5.1 – Train Speed Restrictions in a Range of Circumstances with Brakes Cut Out

CIRCUMSTANCE ACTION REQUIRED

A PASENGER TRAIN WITH BRAKES CUT

OUT ON THE LAST VEHICLE.

THE PASSENGERS MUST BE RELOCATED TO OTHER CARS

AND A QUALIFIED WORKER MUST TRAVEL IN THE LAST

VEHICLE AND BE PREPARED TO APPLY THE HANDBRAKE

OR SPRING PARKING BRAKE. CONTINUE TO THE FIRST

SUITABLE LOCATION AT A SPEED OF UP TO 25 KM/H.

UPON ARRIVAL, THE VEHICLE MUST BE REPAIRED,

REMARSHALLED OR DETACHED.

A LOCOMOTIVE HAULED PASSENGER

TRAIN WITH BRAKES CUT OUT ON THE

SECOND OR THIRD TO LAST VEHICLE.

CONTINUE TO THE FIRST SUITABLE LOCATION AT A SPEED

OF UP TO 50 KM/H.



A FREIGHT TRAIN WITH BRAKES CUT

OUT ON THE LAST VEHICLE

AN EMERGENCY TOWING CHAIN MUST BE ATTACHED

BETWEEN THE LAST AND THE SECOND LAST VEHICLES OF

THE FREIGHT TRAIN. CONTINUE TO THE FIRST SUITABLE

LOCATION AT A SPEED OF UP TO 50 KM/H.



A FREIGHT TRAIN WITH BRAKES CUT

OUT ON ONE OF THE LAST THREE

VEHICLES.

CONTINUE TO THE FIRST SUITABLE LOCATION AT A SPEED

OF UP TO 50 KM/H.



BRAKE CUT OUTS ON A TRAIN WITH

NON-STANDARD TYPE OR

CONFIGURATION (E.G. DIESEL MULTIPLE

UNIT AND XPT TYPE TRAINS).

THE OPERATOR SHALL ADVISE THE ARTC NETWORK

CONTROLLER THE MAXIMUM OPERATOR IMPOSED SPEED

RESTRICTION.

10.6 Training Braking Problems on Descending Grade

Where braking problems occur on descending steep grades, the train crew shall advise the Network

Controller and:

Stop the train

Rectify the problem

Advise the Network Controller before continuing.

If there is any doubt regarding braking performance, the train crew shall advise the Network Controller

and:

Stop the train

Apply sufficient handbrakes

Seek assistance.


General Information

Train Failures


10.7 Holding a Train Stationary on a Grade

Operators shall establish systems and manage all requirements associated with the holding of trains

stationary on a grade including, but not limited to:

• Conditions where the automatic air brake should not be relied upon to hold a train stationary on a grade

• The application of sufficient handbrakes required to hold a freight train with locomotive(s) attached or

detached on a grade

• The application of sufficient handbrakes on the rear of a train on an ascending grade

• The application of sufficient handbrakes on the front of a train on a descending grade

• The application of all handbrakes on locomotive hauled passenger trains, and applied before locomotives

are detached.

10.8 Train Amalgamation

The ARTC Network Controller may agree that two trains should be amalgamated to form one longer

train for operational reasons. Operators shall establish systems and manage all requirements

associated with the amalgamation of trains including, but not limited to requiring that:

• Where the Operator amalgamates two trains to form one longer train with all locomotives marshalled at the

front of the train, no additional conditions shall apply

• If trains are amalgamated with the locomotives on the second train coupled to the rear vehicle of the

leading train, the following conditions shall apply:

o The Operator shall apply train marshalling principles to ensure safe and reliable operation. Refer to

Section 7- Train Marshalling

o The train driver of the leading train shall have full control of the brake of both trains including the

locomotive(s) on the second train and the drivers shall have effective radio communications with

each other

o Brakes shall be Functional and consistent with the provisions of section 4.6 Train Braking

Requirements.

o There shall be no marker lights exhibited on the locomotive(s) marshalled on the second train

o On freight trains, the end of train marker must be relocated to the last vehicle

o Assistance shall be limited to the first location where the train can be remarshalled.


General Information

Train Failures


10.9 Disabled Trains and Defective Vehicles

Note: This section shall be read in conjunction with the relevant network rules and procedures.

Operators shall establish systems and manage all requirements associated with disabled trains and

defective vehicles including, but not limited to, providing that:

• Unless it is an emergency, the Operator’s representatives of the assisting and disabled trains shall consult

each other to determine and ensure application of all specific operating instructions, restrictions and

technical information which may affect the safe removal of a disabled train from the section

• The ARTC Network Controller shall participate in communications between the Operator’s representatives

and train crews for rail traffic management purposes

• Any planning for a disabled train to be assisted or removed from the section by another train shall be made

with the assistance of the ARTC Network Controller

• The Operator’s representatives shall provide the ARTC Network Controller with an assurance that a

disabled train or a defective vehicle is safe to travel before continuing, being assisted or removed from the

section

• Before a train that has divided, remarshalled or had vehicles detached continues, the ARTC Network

Controller shall be provided with an assurance that the train is safe to travel

• If trains are amalgamated with the locomotives on the second train coupled to the rear vehicle of the

leading train, the conditions in Section 10.8 shall apply

• The Operator’s representative shall in all cases advise the ARTC Network Controller of any speed or other

restrictions or limitations that will apply to the train as a result of technical incompatibilities or for any other

reason

• A disabled train hauled may travel at normal speed provided the driver is at the front and in full control of

the automatic air brake of the whole train and there are no other Operator imposed speed restrictions.

*Note: NSW Trains Requirement; an NSW Trains passenger train cannot be assisted from the rear by a

loaded freight train, it can only be assisted by a light locomotive.

Vehicles may be defective due to, but not limited to:

• coupler, air brakes, brake pipe, handbrakes, air springs or draw gear failure

• wheels, skidded or scaled or with thermal cracks

• axle box bearings, overheating.

When a vehicle on a train, including a locomotive, is suspected of being, or becomes defective, it shall

be inspected and assessed by the Operator’s representative and either:

• repaired

• made safe to travel, or

• removed from the train.

Note: Defective vehicles may be detected by observation or by a wayside monitoring device.

10.9.1 Speed Restrictions Due to Defective Vehicles

Operators of trains with defective vehicles shall adhere to the speed restrictions listed in this section.


General Information

Train Failures


Table 10.9.1.1. – Train Speed Restrictions in a Range of Circumstances for Defective Vehicles and

Disabled Trains

CIRCUMSTANCE TRAIN SPEED (KM/H)

A DISABLED TRAIN ASSISTED FROM THE REAR AND THE DRIVER AT THE

FRONT OF THE TRAIN ASSISTING IS ONLY ABLE TO OPERATE THE

EMERGENCY COCK AT THE FRONT OF THE TRAIN.

UP TO 25

A DISABLED TRAIN ASSISTED FROM THE REAR AND THE AUTOMATIC BRAKE

OF BOTH TRAINS IS CONTROLLED FROM THE ASSISTED TRAIN ONLY.

UP TO 25

WHEN AN EMERGENCY COUPLER IS USED TO COUPLE TRAINS. UP TO 25

WHEN DIESEL MULTIPLE UNIT TRAIN ASSISTED FROM THE REAR BY A

LOCOMOTIVE HAULED TRAIN.

UP TO 25

OVER POINTS AND CROSSINGS WHEN TRANSFERRING DEFECTIVE VEHICLES

SUPPORTED BY PONY BOGIES.

UP TO 10

Table 10.9.1.2 – Speed Restrictions Applied to Trains with Defective Vehicles Due to Scale Build up on

Wheels

SCALE HEIGHT TRAIN SPEED

DEFINED INTERSTATE RAIL

NETWORK (NSW&QLD) AND

HEAVY HAUL NETWORK

DEFINED INTERSTATE RAIL NETWORK (SA, VIC

AND WA) AND INTRASTATE NETWORK

(47 KG RAIL)

UP TO 1 MM NORMAL OPERATION AFTER

CHECKING BRAKES

80 KM/H

OVER 1 MM AND UP

TO 2 MM

UP TO 25 KM/H ONLY TO CLEAR THE SECTION

OVER 2 MM AND UP

TO 5 MM

UP TO 25 KM/H ONLY TO

CLEAR THE SECTION


OVER 5 MM AND UP

TO 10 MM


OVER 10 MM AND

UP TO 15 MM

UP TO 5 KM/H ONLY TO

CLEAR THE SECTION

VEHICLE MUST NOT BE MOVED UNTIL IT HAS

BEEN EXAMINED AND THE DEFECT IS

ADEQUATELY CERTIFIED AS FIT FOR TRAVEL BY

THE OPERATOR’S REPRESENTATIVE

OVER 15 MM VEHICLE MUST NOT BE MOVED UNTIL IT HAS BEEN EXAMINED AND THE DEFECT

IS ADEQUATELY CERTIFIED AS FIT FOR TRAVEL BY THE OPERATOR’S

REPRESENTATIVE

INSTRUCTIONS:

BEFORE RESUMING AT THE MAXIMUM SPEED, BRAKES OF VEHICLES WITH SCALE SHALL BE ISOLATED

WITH THE EXCEPTION OF LIGHT LOCOMOTIVES AND SINGLE SELF POWERED VEHICLES.


General Information

Train Failures


Table 10.9.1.3 – Speed Restrictions Applied to Trains with Defective Vehicles Due to Skidding Wheels

SKID LENGTH TRAIN SPEED

DEFINED INTERSTATE RAIL

NETWORK (NSW & QLD) AND HEAVY

HAUL NETWORK

DEFINED INTERSTATE RAIL NETWORK

(SA, VIC AND WA) AND INTRASTATE

NETWORK (47KG RAIL)

15 MM OR LESS NORMAL OPERATION AFTER CHECKING BRAKES

OVER 15 MM BUT

LESS THAN 25 MM

NORMAL OPERATION AFTER

CHECKING BRAKES

UP TO 80 KM/H

OVER 25 MM BUT

LESS THAN 40 MM

UP TO 80 KM/H UP TO 50 KM/H

OVER 40 MM BUT

LESS THAN 60 MM

UP TO 40 KM/H ONLY TO CLEAR THE

SECTION


SECTION

OVER 60 MM BUT

LESS THAN 100 MM


SECTION


SECTION

OVER 100 MM VEHICLE MUST NOT BE MOVED UNTIL IT HAS BEEN EXAMINED AND THE DEFECT

IS ADEQUATELY CERTIFIED AS FIT FOR TRAVEL BY THE TRAIN OPERATOR’S

REPRESENTATIVE

INSTRUCTIONS:

BEFORE RESUMING AT THE MAXIMUM SPEED, BRAKES OF VEHICLES EXPERIENCING WHEEL SKID

SHALL BE ISOLATED WITH THE EXCEPTION OF LIGHT LOCOMOTIVES AND SINGLE SELF POWERED

VEHICLES.


General Information

Track Maintenance Vehicles


11 Track Maintenance Vehicles

11.1 Types of Track Maintenance Vehicles

When operating on rail, track maintenance vehicles are used to carry out work on, or about the

infrastructure. There are many types of track maintenance vehicles. Table 11.1.1 outlines the

categories applied to track maintenance vehicles

Table 11.1.1 – Track Maintenance Vehicle Categories

CATEGORY DESCRIPTION

CLASSIFIED HEAVY

WEIGHT RAIL BOUND

VEHICLES

VEHICLES THAT ARE CERTIFIED TO OPERATE UNDER THE

CONTROL OF SIGNALS.

HEAVY WEIGHT RAIL

BOUND VEHICLES

VEHICLES THAT ARE NOT CERTIFIED FOR OPERATION UNDER THE

CONTROL OF SIGNALS.

HEAVY WEIGHT ROAD/RAIL

VEHICLES

VEHICLES WEIGHING 5 TONNES OR MORE THAT CAN BE REMOVED

FROM THE TRACK AT SOME LOCATIONS.

LIGHT WEIGHT ROAD/RAIL

VEHICLES

VEHICLES WEIGHING LESS THAN 5 TONNES THAT CAN BE

REMOVED FROM THE TRACK AT MOST LOCATIONS.

WORKSITE ONLY VEHICLES VEHICLES AND EQUIPMENT LIMITED FOR USE ONLY WITHIN A

PROTECTED WORKSITE AND NOT FOR TRAVEL OR TRANSFER.

TROLLEYS AND TRAILERS SMALL NON-POWERED VEHICLES USED FOR CONVEYING TOOLS

AND EQUIPMENT THAT ARE EASILY REMOVED FROM THE TRACK.

11.2 Registration and Warranty

ARTC maintains a register of track maintenance vehicles that are registered for operation on the

ARTC Network.

Vehicle Owners/Operators intending to operate track maintenance vehicles on the ARTC Network

shall register each vehicle with ARTC.

For registration to occur, the vehicle Owner/Operator shall warrant vehicles for compliance to

relevant standards, in accordance with EPP-32-01 Track Maintenance Vehicle Registration and

Operation, and verify interface compliance to WOS 01 – ARTC Minimum Operating Standards as

amended by the EPP Series of standards. .

11.3 Vehicles Requiring Registration

A vehicle that travels, or may need to travel or be transferred on the ARTC Network shall be

registered by the owner/operator of the vehicle. Vehicles requiring registering are detailed in

EPP-32-01 Track Maintenance Vehicle Registration and Operation.


General Information

Track Maintenance Vehicles


11.4 Operation of Track Maintenance Vehicles

Track maintenance vehicle operation shall be conducted in compliance with the relevant rules

and procedures for the area of operation. These include:

• NSW Rules and Procedures, ANWT316 Track Vehicles

• The Code of Practice for the DIRN Volume 3, Part 1, 6.4 Track Vehicles and Machines

• TA20 - ARTC Code of Practice for the Victorian Main Line Network, Section 30,

Infrastructure Works.

Track maintenance vehicles shall operate and comply with the following:

• a hazard light shall be fitted, unobstructed and switched on for all-round visibility

• head and tail lights shall be fitted and switched on

• audible warning detonator detection shall be fitted and whistle signals used for safety at

and within worksites

• the maximum allowable vehicle operating speed shall be permanently displayed in the

vehicle for Operator compliance; or as permitted and registered with ARTC’s Electronic

Track Maintenance Vehicle Register PlantGUARD, otherwise the vehicle shall be operated

at a maximum speed of 15 km/h

• any other speed restrictions shall be adhered to that relate to the nature and characteristics

of the vehicle as determined by the Constructor, Maintainer or vehicle manufacturer.

• Data Loggers also called event recorders shall be fitted for use in Western Australia.

• Vigilance systems shall be fitted for use in Western Australia.