Section 11: Train Working Flashcards
(169 cards)
1
Q
Rail traffic requires protection in all circumstances if
A
they need assistance, they obstruct or might obstruct adjacent lines, or the line is obstructed. May need it when delayed in track circuited territory
2
Q
If rail traffic needing assesstance is in a location that prevents the Train Crew from placing audible warning device protections, the Network Control officer must
A
give the assisting rail traffic a “condition affecting the Network (CAN) warning
3
Q
Where following movements are allowed into the same section, the Train crew must protect a delayed train following rail traffic if the train has been, or will be, stationary for more that 10 minutes unless
A
The locomotive driver is assured by the NCO that following rail traffic has been stopped or prevented from entering the same block or the locomotive driver of the immediately following train has given an assurance that their train is stopped at the signal at stop behind the delayed train
4
Q
When protecting trains, the train crew must act in accordance with
A
Rule 416 - Disabled Trains and Rule 426 - Overdue Trains
5
Q
Describe what a train crew must do in according with Rule 416
A
Tell the NCO about the failure, determine the nature of the failure and if required protect their train accordingly
6
Q
Describe the principle of rule 426
A
If a train is overdue, the NCO must establish the train’s location
7
Q
If an obstruction is reported, the NCO responsible for the affected portions of line must, in accordance with rule NGE 206 and
A
instruct locomotive drivers of trains in or approaching or potentially affected block to stop their trains immediately, prevent entry of further rail traffic into affected or potentially affected portions of line and make sure that blocking facilities are applied
8
Q
The train crew of a stopped train must immediately protect themselves and their train against approaching traffic if
A
their train is or might be foul of adjacent lines and the locomotive driver is not assured that other rail traffic has been stopped or prevented from entering the obstructed block
9
Q
The procedure for protecting a delayed train in track-circuited territory
A
If possible get NCO’s assurance that following rail traffic has been or will be stopped.
If not: place protection - 3 ATWDs on the line at the nearer of 500m behind the delayed train or the first signal at STOP behind the delayed train, return to the locomotive
10
Q
The procedure when a stopped train needs assistance from another train and needs to be protected
A
Secure the train, tell the NCO that this has been done, Ask NCO about the direction from which assistance will approach
11
Q
If assistance is approaching from behind
A
3 ATWDs must be placed on the line at the nearer of 500m behind the train or the first signal at STOP behind the train, Tell the NCO the location of the protection and return to the train
12
Q
If assistance is expected from the opposing direction..
A
3 ATWDs on the line 500m forward from the train in the expected direction of assistance, tell the NCO of the location of protection, return to the train
13
Q
The NCO’s procedure for providing an assistance train
A
If advice is not included in a Proceed Authority, give the Locomotive Drivers of assisting trains a CAN warning. Include the location of the train needing assistance and the location of the protection
14
Q
The procedure for train crew when protection is needed for obstructed lines or for the lines adjacent to disabled rail vehicles if the vehicles are or might be foul of the lines
A
Ask the NCO to stop approaching traffic and set signals at STOP with blocking facilities applied.
If in Track Circuited Territory: fasten a track circuit shortening clip to the heads of the rails of the adjacent or obstructed line, confirm the affected signals show STOP.
Get an assurance that other trains in the sections have been stopped, place 3 ATWDs on affected adjacent lines 500m from obstructing train and 2 ATWDs a further 2000m in the direction of possible approach.
Return to train
15
Q
The procedure for train crew to protect their trains near tunnels
A
Talk to NCO aking them to place controlled signals on affected lines set and kept at stop with blocking facilities applied, get assurance.
If train is closer than 500m to a tunnel, place 3 ATWDs on affected lines near opening of the tunnel on each end and 2 ATWDs a further 2000m in the direction of rail traffic approach
16
Q
Propelling movements
A
control of movement from other than the leading end in the direction of travel
17
Q
Propelling movements must
A
be directed from the leading end by a Qualified Worker, be controlled by a locomotive driver
18
Q
The Qualified Worker directing propelling must safely
A
ride in or on the leading vehicle in a position designated as safe or walk beside the leading vehicle
19
Q
Rail traffic must be propelled only
A
if it is not practicable to haul it and as far as authority to propel allows
20
Q
throughout propelling movements
A
the route between the limits of authority to propel must be set safely, correctly and completely and signals, if available must be used to give Proceed Authorities
21
Q
If communication between a Locomotive Driver and the Qualified Worker directing propelling is interrupted, the Driver must
A
stop the train immediately
22
Q
A propelling movement must stop before and clear of a level crossing unless
A
the crossing is protected and/or there is no road or pedestrian traffic on or near the crossing
23
Q
A propelling movement over a level crossing must
A
be directed by a Qualified Worker, Not proceed before it is safe to do so and not exceed 10km/h before the leading vehicle has cleared the crossing
24
Q
Within yard limits, a train must be propelled only if the locomotive driver has
A
spoken authority from the NCO and the correct authority to start the movement
25
In a shunting yard, authority to propel is contained in
the authority to shunt
26
Other than in response to a partial overrun of a platform, a train may be propelled in the wrong running direction in a section only if the movement
does not conflict with another movement, and is authorised by the Train Controller in a Special Proceed Authority or is allowed in the Network Local Appendices
27
In Electric Train Staff, Ordinary Train Staff and Train Order system of safeworking territories, a train may be propelled over points that allow exit from a loop or siding without using a Qualified Worker to direct the movement from the leading vehicle, if the movement is necessary to pick up a crew member and:
the member has set the points for the main line, the line is not obstructed and it is safe to propel, level crossings included in the movement are protected by the Qualified Worker or the Signalling System
28
A train that has partially overrun a passenger platform may be "setback" if
within yard limits with the NCOs authority or outside yard limits only if the movement is not prohibited at the location and the rearmost vehicle has not passed the departure end of the platform
29
A train that has completely overrun a platform in a section must not be set back unless
authorised by the Train controller in a SPA
30
A train that has completely overrun a platform within yard limits must not set back without
the NCOs authority
31
If a train's stop is or will become extended, the Train Crew must
secure the train, establish its location, tell the NCO about the location and reason why the train is overdue and if necessary protect the train in accordance with Rule 400
32
If it is necessary to inspect your train, train crew must
make sure that they and their train are protected against rail traffic on adjacent lines and tell the NCO the result of the inspection
33
If the train crew reports an overdue train as disables, the NCO must
act in accordance with Rule NTR 416 - Disabled trains
34
Before travel, operators must amek sure that
vehicles in a train consist are inspected and certified as meeting the operating standards specified in the Train Operating Conditions (TOC) manual, Details of the train's consist and changes to the consist are promptly forwarded to Network control, During travel in the rail network, trains continue to comply with the requirements specified in the TOC manual
35
Trains, rakes of vehicles and vehicles must be re-inspected in accordance with the requirements specified in the TOC manual
After re-marshalling, if they stand without an attached locomotive for longer than the specified time and if vehicles that have not been examined within the specified standing time are attached.
36
Operators must make sure the train brakes are examined before a train travels in the Rail Network, and the brakes
work in accordance with the requirements specified in the TOC manual and are certified as doing so in current documentation carried on the train
37
When checking vehicle integrity, Operators must make sure that vehicle attachments, doors and loads are
secured and within the relevant rolling stock loading outlines specified in the TOC manual
38
If a qualified worker inspecting rolling stock finds an affected vehicle or load in a train consist, the affected vehicle must be
Repaired and certified by an Operator's Representative as fit to travel, reloaded within the relevant loading outline, authorised to travel as an out-of-guage vehicle by an authorised Network Owner's Representative, Detached from the train
39
Before a train travels in the Rail Network
speed-monitoring equipment where fitted must be working correctly, a driver safety system in accordance with the requirements specified in the TOC manual must be fitted and working correctly, a train whistle must be fitted to the leading end of the leading loco and working correctly, prescribed train lights must be fitted and working correctly and equipment fitted to communicate with Network Control must be working correctly
40
In respect to communications failure, the General Manager Operations, Train services must ensure
that appropriate controls are in place to ensure effective communications and all Train Crew and NCOs are advised of the Network Communication failure and that trains will enter the Network from maintenance centres, out of depots and sidings using an alternate means of communications as shown in NGE 230
41
Before a train travels in the rail network with dangerous goods, operaters must make sure that
the classes of dangerous goods and the identification numbers of vehicles carrying dangerous goods are recorded in the train consist documentation, goods are loaded labelled and marshalled in accordance with the Australian Code for the Transport of Dangerous Goods by Road and Rail (ADG Code)
42
During travel Train crews must inspect their trains in accordance with the requirements specified in the TOC Manual and observe passing trains for
abnormalities of equipment, loading and security and unsafe conditions, defects and failures
43
Qualified Workers must report abnormalities and unsafe conditions in passing trains to
the crew of the passing train and the NCO
44
If unsafe conditions or defects in a traveling train are suspected or reported, train crew must
if necessary, stop the train, Tell the NCO and if possible check and remedy the faults
45
If unsafe conditions or defects are reported to the NCO, they must
Tell the affected Train Crew about unsafe conditions and defects and follow the requirements of reporting and responding to Conditions Affecting the Network (CAN)
46
A defective vehicle that the Train Crew considers to be unable to travel must be moved only in accordance with
Rule NTR 414 Defective Vehicles
47
If the speedometer in the leading motive power unit is observed or reported to be defective during travel, train crew must
if possible, remedy the defect
48
If a speedometer fault persists, train crew must
not exceed the speed limits (check speeds against KM pegs with a stopwatch)
49
A train with an affected speedometer may continue to travel until
the train is re-marshalled at the first suitable location, the equipment can be repaired or replaced or the motive power unit is worked out of service
50
If a train's brakes are suspected or reported to be defective during travel, train crew
must act in accordance with Rule NTR 404 Using brakes
51
If you need to completely isolate some faulty Locomotive Driver safety system equipment in the leading motive power unit during travel, Train crew
must tell the NCO
52
A train with faulty locomotive driver safety system equipment may continue to travel until
it is re-marshalled at the first suitable location or it is taken out of service at a suitable location
53
For a train with faulty locomotive driver safety system equipment, the NCO must
monitor the journey of the affected train
54
If the locomotive safety systems of a train with a single crew member is the driving cab fail completely, the Locomotive driver must
stop the train and tell the NCO
55
before S train with a single crew member and locomotive safety systems in the driving cab fail completely, before continuing the journey the Operator must
arrange to provide a second Qualified Worker in the driving cab
56
If a train's lights are suspected or reported to be defective during travel, The Train Crew must act
in accordance with Rule NTR 406 Using train lights. At least 1 font marker and 1 end of train marker light, CAN for other trains, Arrange repairs for ditch lights, Normal speed if good Vis., Restricted speed if Low Vis.
57
If the train communications equipment in the leading motive power unit is found or reported to be defective during travel, Train crew must
Report the failure to the NCO as soon as possible
58
If the train communications equipment in the leading motive power unit is found or reported to be defective during travel, The NCO must
arrange for affected train controllers and NCOs to be told about the failure
59
If the train communications equipment in the leading motive power unit is found or reported to be defective during travel, Operators must
arrange for alternative means of effective communication by Train Crews with Train Controllers and NCOs
60
A train with Affected Communications equipment may continue to travel until
the end of its scheduled journey and taken out of service to a suitable maintenance location
61
If a train whistle becomes defective during travel the train crew must act in accordance with
the Rule NTR 408 Using train whistles, whereby the whistle is defective the locomotive may require remarshalling or repairs before continuing. Tell NCO, Use headlights, Stop at crossings
62
Trains that come to a stand on grades must be held stationary in accordance with the requirements specified in the
Train Operating Conditions (TOC) manual (Section 3)
63
If there are additional motive power units in a train, the locomotive driver in the leading locomotive must
have control of the automotive air brake throughout the train and direct additional train crew to apply or reduce power as required
64
If during travel, there is an abnormal application of airbrakes or the braking performance is inadequate, train crew must
bring the train to a complete stop, follow the requirements of Rule NTW 400 - Protecting trains, if possible determine the cause of the application or the extent of the defect and remedy the cause/defect and tell the NCO if the defect cannot be remedied
65
Before detaching a locomotive from a train, Train crew must
secure the train against movement in accordance with the requirements specified in the TOC manual (Section 3)
66
after attaching a locomotive to a stationary train, crew crew must
fully pressurise the brake pipe before releasing the handbrakes
67
If handbrakes cannot be applied or if handbrakes are suspected or reported to be applied during travel, the Train crew must, if possible
determine the cause of the defect, remedy the defect and if the defect cannot be remedied, tell the NCO
68
A vehicle with handbrakes that cannot be applied must not be marshalled
as the last vehicle of a passenger train, as one of the last three vehicles of a freight train or, adjoining other vehicles with handbrakes that cannot be applied
69
If defective handbrakes of vehicles cannot be remedied during the journey, the vehicles must be clearly labelled with
No handbrake on both sides
70
To stable a detached vehicle without working handbrakes, it must be coupled to a vehicle that
has working handbrakes and can secure the combined weight of both vehicles
71
Train direction-of-travel and completeness must be shown by at least one
white marker light at the front of the leading motive power unit, approved red tail-light on an approved end-of-train marker at the rear of the last vehicle
72
Marker lights and tail-lights must be
lit during travel and if found to be defective, repaired or replaced as soon as possible
73
End-of-train markers must be lit in
conditions of low visibility
74
If an end-of-train marker is unlit at night or in conditions of low visibility, the NCO must
direct the train crew to have the end of train marker repaired or replaced as soon as possible
75
If a train is not fitted with an end of train marker and the train does not have at least one working trail light and train completeness cannot be assured, the NCO must
Arrange for the train to work as a block train and act in accordance with Reporting and Responding to a Condition Affecting the Network (CAN)
76
If the end of train marker is missing
the identification number of the last vehicle of the train must be checked against the train consist documents or the train must be otherwise verified as complete
77
If the numbers on the train consist are not the same for a train missing an end of train marker, the NCO must
prevent entry into the section last exited by the divided train until the missing vehicles are located and the section is established as clear and arrange for the train crew to be given a CAN warning
78
The train crew of a divided train must act in accordance with
Rule NTR 416 Disabled trains. If the train can travel, it must be worked as a block train until the end of train marker has been replaced
79
Trains must have a working headlight fitted to the leading locomotive and travel with the headlight switched on when the train travels beyond the
Sydney area (Including branch lines, bounded by Helensburgh, Macarthur, Emu Plains and Cowan), Newcastle Area (including intermediate branch lines bounded by Newcastle, Fassifern and Telarah) or Wollongong area (including intermediate branch lines bounded by Thirroul and Unanderra)
80
Headlights must be switched off when approaching
another train
81
Headlights must be switched off or dimmed during approach to
a motor vehicle on a nearby road, a platform, a signal box and a location where shunting is in progress
82
To give a warning with headlights a driver may
flash the loco's headlights or change the colour of marker lights from white to red
83
In area's where headlights are required, a train with defective headlights that cannot be remedied may continue to travel only to
the first suitable location for repair or replacement of the headlights
84
A train with defective headlights may continue to travel up to normal speed if
there is good visibility and the train crew can see clearly that there are no people, animals or obstructions on or near the track
85
If visibility is low, a train without a working headlight must
travel at restricted speed and not exceed 25km/h over level crossings, past platforms or through tunnels and cuttings
86
Train whistles must be used to
Give audible warning or alarm and acknowledge handsignals
87
A train whistle must be sounded
before a train moves from stop at a platform, if rail traffic explodes audible track warning devices on the line and as necessary for safety
88
Rail traffic whistles must be sounded during approach to
level crossings, shunting movements on adjacent tracks, crossing or passing movements at sidings and loops, people or animals on or near the track, whistle signs and tunnel entrances and exits (unless instructed otherwise by signs
89
What does the whistle code " .. .." mean?
stop immediately
90
What does the whistle code " ..." mean?
Rail traffic is being propelled
91
If all whistles on the leading end of the lead motive power unit become defective during travel, train crew must
tell the NCO and if possible, remedy the defect
92
If the whistle in the lead loco cannot be repaired or replaced, the motive power unit must be
remarshalled at the first suitable location or worked out of service promptly
93
Rail traffic without a working whistle must travel at restricted speed until
the whistle is repaired or replaced or the motive power unit is remarshalled
94
If the whistle has failed, the Loco Driver must flash the headlight of the lead motive power unit to give visible warning during approach to
level crossings, People or animals on or near the track and other potentially hazardous conditions
95
Rail traffic with neither a working headlight nor a working whistle must not exceed 25km/h
over level crossings, through tunnels and cuttings, past platforms, and in conditions of low visibility
96
If a level crossing is not fitted with Type F warning equipment, the train crew of a lead motive power unit with neither a working headlight nor a working whistle must
Be prepared to stop rail traffic short of the crossing and travel over the crossing only if it is clear and if road/pedestrian traffic has been stopped
97
If train running gear is suspected or reported to be defective during travel, train crew must
if necessary, stop the train; tell the NCO, Follow the requirements of Rule NTR 400 Protecting trains and determine the nature and extent of the defect
98
Train crew must tell the NCO whether detached draw gear
has been removed from the four foot, clear of the line or needs protection and arrange for the detached draw gear to be removed clear of the line if needed
99
If Train Crew become aware of, or is warned about a hot axle box, the Locomotive Driver must
stop the train and tell the NCO, assess whether the affected vehicle can travel and at what speed
100
If a hot axle box is assessed to be safe to travel with, the train crew must
re-inspect the axle box bearing in accordance with the requirements specified in the TOC manual
101
If a motive power unit undergoes uncontrollable wheel spin, Train crew must
tell the NCO about a Condition Affecting the Network (CAN) and if necessary, follow the requirements of Protecting trains
102
If a motive power unit undergoes uncontrollable wheel spin, the Train Controller must
arrange for Maintenance Representative to inspect and assess the affected portion of track
103
If over sanding occurs in track-circuited territory, the NCO responsible for the affected portion of line must
treat the track circuits as unreliable and rail traffic must be block worked over the affected portion of line until it is certified
104
If defective vehicles are observed by or reported to the train crew they must
if necessary, stop the train, tell the NCO, follow the requirements of Protecting trains and investigate the nature of the defect
105
If inspection confirms that there is a defect, the train crew must tell the NCO
about the nature of the defect and whether the defect can be remedied on site
106
If the train crew considers that a defective vehicle cannot travel, the defective vehicle
must be certified by an operator's representative as safe to travel before the vehicles may be moved and may be moved only in accordance with the requirements specified (TOC waiver)
107
If the operator's representative does not certify defective vehicles as safe to travel..
the vehicles must be labelled with a "not to go card" (red card) on each side
108
Vehicles with red cards stables in the RIC Network must be promptly
repaired and certified as safe to travel or removed from the RIC network
109
Before a defective vehicle is detached from a train at a location short of its destination, Train crew must tell the NCO about
The nature of the defect, the vehicle identification number and any dangerour goods contrained in the vehicle
110
If defective vehicles are detached from a train, Train crew must
arrange for the consist form to be amended or re-issued, perform brake holding tests as necessary and perform continuity tests in accordance with PN's requirements
111
If it is necessary to deal with a defective vehicle by dividing a train, train crew must
act in accordance with the rules for Disabled trains
112
The train crew of a disabled train must
tell the NCO about the failure, follow the requirements of Protecting trains and Determine the nature of the failure
113
If it is necessary to assist a disabled train with another train or motive power unit, a NCO must tell the train Crew
of the assisting train or motive power unit, about the Condition Affecting the Network (CAN) and of the disabled train, about the details of assistance to be provided
114
If it is necessary to assist a disabled train, the Train Controller must
determine the method of removing the disabled train
115
If the normal Proceed Authority permitted by the existing system of safeworking is not available and the working cannot be covered by 608 passing signals at stop, Rail traffic movements must
be authorised under a method of special working (Eg. SPA)
116
When arranging removal of a disabled train, the NCO must be assured by the train crew that the disabled train
has been protected and will not be moved
117
If the assisting and disabled trains cannot be worked as a single train, a certified locomotive drive must control each train in accordance with the requirements
of Rule NTR 404 Using brakes and Specified in the TOC manual (Sections 2, 3 and 8)
118
Emergency couplers must only be used in accordance with the requirements specified in
the TOC manual (section 8)
119
Trains must be propelled in the Rail Network only in accordance with the requirements
of Rule NTR 424 Propelling trains and specified in the TOC manual
120
If it is necessary to divide a train into portions for removal, the Train Controller must:
decide what type and direction of assistance is needed to clear the portions from the section and tell affected NCOs about the arrangements
121
Before a portion is removed, Train crew must
Complete air brake holding and continuity tests on the portion to be removed, in accordance with the requirements specified in the TOC manual (Section 6)
122
If the removed portion of the train will travel into the sext section, train crew must make sure
that there are working tail-lights or an end-of-train marker on the rearmost vehicle before the removed portion enters the next section or the train will be block worked into the next section
123
The portion of the train left remaining on a track must be
secured and protected and during darkness or conditions of low visibility, fitted with a white light on the leading vehicle
124
A locomotive driver who is told or becomes aware that a train has accidentally divided must
stop the train and tell the NCO about the division and if possible the location of the detached vehicles
125
Before stopping the forward portion of a divided train, train crew must consider
the risk of being struck by the detached portion of the train
126
When there is a divided train, the NCO must
arrange to locate the detached portions of the train and Act in accordance with Rule NGE 206 Reporting and Responding to a Condition Affecting the Network (CAN)
127
If possible, Qualified workers who find detached vehicles must
secure them and arrange for their protection and tell the Train Controller
128
The train controller must determine whether the Proceed authority for the movement back to the detached vehicles
is available under the existing system of safeworking or must be authorised under a method of special working
129
The locomotive driver must not propel the forward portion of a train back to the location of detached vehicles unless
it is confirmed that they are secures and the propelling movement is made in accordance with rule NTR 424 propelling trains
130
The procedure for locomotive drivers when piloting trains
confirm where and when to meet the vehicle you are to pilot, confirm your knowledge of the route, establish and maintain effective communication of the NCO, tell train crew about operating restrictions and conditions in a timely manner, give clear instructions
131
Conditions that can or do affect the safety of operations in the rail network must be
reported promptly to the Network Control Officer responsible for the affected portions of line
132
If necessary, the Qualified Worker reporting the condition affecting the network must
prevent rail traffic from approaching the affected portions of line and apply protection in accordance with protecting trains
133
In response to a Condition affecting the network, the NCO must
promptly tell other affected NCOs about the CAN and advise affected nominated operator's representatives
134
In response to a Condition affecting the network, as necessary, affected NCOs must
arrange to warn drivers of rail traffic approaching the affected potions of line, arrange to prevent rail traffic from approaching the affected portions of line and apply blocking facilities as necessary, arrange for the 1500V supply to be isolated in accordance with rule NGE 228 Unplanned remove of a 1500V supply and arrange maintenance representatives to investigate
135
In response to a Condition affecting the network, the train controller may
declare the CAN to be a major incident
136
The NCO must give written warning using a CAN form to train crew if
CAN block working is introduced, faulty or potentially faulty level crossings have been reported, level crossing warning equipment has been deactivated and rail traffic must be restrained
137
To warn rail traffic of a CAN, if possible the NCO must
arrange for a Qualified Worker to give the CAN form to the train crew before rail traffic enteres the affected portion of line
138
If it is not possible for a Qualified Worker to give the CAN form to the train crew, the NCO
must dictate the CAN warning details to the driver and may give spoken warnings to the train crew about other CANs
139
Train crew must use either a CAN form or other method to record in permanent form
details of other warnings and CAN reference numbers
140
When there is a CAN, the NCO must continue to warn train crew until
the CAN no longer exists or train crew are warned by other means
141
If maintenance representative have been asked to investigate a CAN
they must certify the line as safe for rail traffic before rail traffic may return to normal working
142
If the Train Controller declares a CAN to be a major incident, the Train Controller must be assured that
the requirements of Rule NGE 206 reporting and responding to a condition affecting the Network (CAN) have been applied, Rail traffic approaching and travelling within the affected area as been stopped or warned and the locations of all affected rail traffic are known
143
If the 1500V supply has been affected or might be hazardous to safety, the Train Controller must
promptly arrange for the relevant 1500V overhead wiring sections to be isolated in accordance with rule NGE 228 unpanned removal of 1500V supply
144
What details would you give the train controller about an incident
Train ID, Location, nature of incident, emergency services needed, environmental effects, protections needed, condition of track
145
WOLO or Hot weather conditions
to prescribe the rules for imposing speed restrictions in the rail network during very hot weather
146
Network control must issue a "hot weather" notice to affected
NCOs and Nominated Operator's representatives
147
Hot weather speed restrictions apply
only on the day they are imposed and unless otherwise notified, between 12:00hrs and 20:00hrs
148
Until Train crew are warned by other means, in hot weather conditions, NCOs must
arrange for train crew to be given a CAN warning before rail traffic enters the affected portion of line
149
During hot weather speed restrictions, rail traffic must
travel no faster than the speeds listed in the train operating conditions (TOC) manual (section 3)
150
Qualified Workers must have access to the following publications that relate to their area of work in the RIC network
Network rules, network procedures, local appendices, Electrical safety instructions, weekly notices, special train notices, Train Operating Conditions (TOC) Manual, SAFE notices, Train Operating Conditions Waiver and Weekly Speed Notices
151
Organisations employing Qualified Workers in the Rail Network must
makes sure they provide workers with information and RIC Network Publications relevant to their duties
152
In regards to unreliable track circuit operation, Qualified workers must
report track circuits suspected of being faulty to the NCO
153
In regards to unreliable track circuit operation, NCOs must
treat the operation of the reported track circuits as unreliable
154
NCOs must treat the operation of track circuits that have not been travelled over by rail traffic for 72 or more hours as
unreliable
155
Track circuit operation must be treated as failed and in an unsafe condition if
it fails to provide an indication when a train listed in the TOC manual as operating track circuits, is on the track circuit
156
Track circuit detection is treated as false if
it indicates that the track circuit is occupied without rail traffic being present
157
Until track circuits have been certified as working correctly, rail traffic must be worked in accordance with
Rule NSY 512 Manual block working or Rule NSG 608 Passing signals at stop
158
The primary responsibility of the train crew is to operate trains for the safe and efficient transit of rail traffic through the railway network. Train crews must
be responsible for the safe operation of rail traffic and the safety of other crew and passengers, tell a NCO about breaches of Network Rules and Network Procedures and promptly report delays to the NCO
159
In regards to the responsibilities, a Locomotive driver must
make sure that trains can be operated safely before they enter and during travel into the rail Network, be qualified to operate the rail traffic they drive in the rail network, as necessary be qualified in the systems of safeworking relevant to their area of operation, cooperate with NCOs, Pilots or other authorised persons in the performance of their duties and delegate duties only to qualified workers
160
When changing locomotive driver, loco drivers must
tell a relieving crew about any conditions that could affect the operation of the rail traffic
161
SAFE notice
give immediate notice of changes or exceptions to rail network information publications
162
A SAFE notice remains in force for 180 days unless
a shorter period is specified in the SAFE notice, a new SAFE notice is issued to extend its currency or affected pages in publications are republished and issued
163
Safe noticed must be issued only by
the designated Network Owner's representative or a Train Controller on the authority of the designated Network Owner's representative
164
Am issuer must keep the original of a SAFE notice until
its expiry date
165
Train crew who receive a SAFE notice must
follow the requirements in the SAFE notice
166
TOC waiver
Gives notice of changes or exceptions to the requirements specified in the published Rail Network Owner's Train Operating Conditions (TOC) manual
167
A OC waiver remains in force for 180 days unless
a shorter period in specified in the TOC waver, a new TOC waiver is issued to extend its currency or affected pages of the TOC manual are republished and issued
168
TOC waivers must only be issued by
the designated RIC Representative or a train controller on the authority of the designated RIC representative
169
The issuer must keep the original of a TOC waiver until
its expiry date (TOC)
