STANDING NOTICE 3111 issued 05/12/2023 has been AMENDED (*)..(*) (Point 6) and REISSUED as below:-
APPLIES TO THE FOLLOWING ROUTE:
Tottenham Pyrenees Loop
Laverton Loop
Operating processes, SCT Departure Track
Commencing Sunday 10/12/2023
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Upon conclusion of the signalling commissioning of the SCT Departure Track at 0730hrs Sunday 10 December 2023.
The following alterations will be made at the Melbourne end of Laverton Loop.
- Points 15 leading from the Crossing Loop diverge toward the SCT sidings will be commissioned,
- Points 17 leading from Points 15 toward the SCT Departure track will be commissioned, and
- Derail and Wheel Crowder 23 in the SCT Departure Track will be commissioned.
All points and the Derail and Wheel Crowder are equipped with dual control point machines.
The following signal changes will be brought into service:
- In addition to the existing indications, Signal 15/30 will display a Normal Speed Warning with the letters SD on the Theatre Box Indicator when a route is set for a rail movement to enter the SCT departure track from Signal 20/6.
- In addition to the existing routes, Signal 20/6 will display a Low Speed aspect with the letters SD on the Theatre Box Indicator when a route is set for a rail movement to enter SCT departure track, the low speed is approach operated.
- Signal 20/16 for rail movements departing the SCT departure track will be commissioned, this signal will display Stop, Medium Speed Warning and Clear Medium Speed.
UPDATED OPERATING PROCEDURES, SCT SIDINGS
1. OVERVIEW
Automatic Block Signalling in accordance with various rules contained in TA20 is in operation between Newport and the Adelaide end of Laverton Loop.
The points and signals at Laverton Loop are controlled by the ARTC Network Controller at NCCW Mile End SA.
Centralised Traffic Control in accordance with TA20 commences at Laverton Loop Signals 20/30, 20/32 and 20/34.
The ARTC Network Controller signals movements to and from the SCT operated sidings at Laverton Loop.
Rail operators requiring access into the SCT sidings must first seek authority from SCT prior to seeking passage from the ARTC Network Controller.
Points 15 and 17, and derail 23 providing access to the SCT sidings are provided with self-normalisation and will self-normalise after each movement clears the points. If the points are placed to reverse and no signal is called for a movement to either enter or depart, the points will self-normalise after 45 seconds.
The ARTC Network Controller may prevent the points from self-normalising by the application of a blocking command.
2. SCT SIDINGS
SCT siding is accessed from both the Melbourne end and the Adelaide end of Laverton Loop.
At the Melbourne end, there is a signalled connection to the SCT Departure Track. At the Adelaide end there is a signalled connection to the SCT sidings.
A control system is located at SCT, operated by the SCT Train Coordinator, and allows operation of a release on the points and derails providing access into the SCT siding at the Adelaide end of Laverton Loop only.
The ARTC Network Controller cannot signal a train into or from SCT at the Adelaide end of Laverton Loop without obtaining the release from the SCT Train Coordinator.
The ARTC Network Controller can signal a rail movement into or from the SCT Departure track at the Melbourne End of Laverton Loop at all times.
The ARTC Network Controller must not signal a rail movement to depart Somerton, Tottenham, or Manor Loop without first ascertaining with the SCT Train Coordinator that the movement can enter the siding, and into which track it is to be signalled.
3. OPERATION OF SIGNAL 20/6
Signal 20/6 will not operate to proceed for a rail movement to enter the Arrival Track and all arriving rail movements to the SCT sidings at the Melbourne end of Laverton must be signalled to the Departure track.
The driver must control the rail movement ensuring that the Maidstone St level crossing is fully operating prior to allowing the rail movement to pass through the level crossing.
4. MAIDSTONE ST LEVEL CROSSING
Rail movements entering the SCT Departure track must comply with the rules associated with a Low Speed Aspect (on Signal 20/6) when proceeding over the Maidstone St Level Crossing.
Immediately a route is called from signal 20/16 for a rail movement to depart the SCT Departure Track, the Maidstone St Level Crossing will commence operating and when the crossing is set for the rail movement, signal 20/16 will display a proceed aspect.
A route must not be set for a rail movement to depart the SCT Departure Track from Signal 20/16 until the Driver of the rail movement has confirmed with the ARTC Network Controller that the rail movement is at, or closely approaching signal 20/16 and is ready to depart.
5. SCT EAST BOUND MOVEMENT REQUIRING ACCESS TO THE SCT SIDING
Prior to signalling an eastbound movement from Elders, the ARTC Network Controller must contact the SCT Train Coordinator and establish the train can be accepted.
Provided the rail movement can be accepted, the SCT Train Coordinator may provide the release for the track the rail movement is to arrive, after which the ARTC Network Controller may set the route.
6. SCT WEST BOUND MOVEMENT REQUIRING ACCESS TO THE SCT SIDING
Prior to signalling a westbound movement from Tottenham, or from Tullamarine Passing Lane, the ARTC Network Controller must contact the SCT Train Coordinator and establish the departure track is available for the arrival of the rail movement.
The following conditions apply for a westbound movement entering the SCT siding at the Melbourne end.
- SCT will not schedule train services to arrive into the Melbourne end of the SCT sidings between 0600hrs and 0900hrs, and between 1600hrs and 1900hrs.
(*) Between Monday to Friday, excluding weekends(*), If an out of course train requires to arrive between 0600hrs and 0900hrs, and between 1600hrs and 1900hrs, the maximum length of the arriving train is 1200 metres.
(*) Between Monday to Friday, excluding weekends(*), If a train is in excess of 1200 metres, it may either be held back along the North East corridor until it can arrive outside of the peak period or enter into the Laverton Loop and then taken into the Manor Loop section and pushed back into the SCT siding from the Adelaide end.
When advised of an arriving rail movement, the SCT Train Coordinator must ensure that the departure track is available, and the route is correctly set for the rail movements arrival and that qualified workers within the yard have been advised.
Provided the rail movement can be accepted, the SCT Train Coordinator may advise the ARTC Network Controller that the rail movement can be signalled into departure track at the Melbourne end of Laverton Loop.
The ARTC Network Controller must signal the rail movement into the Departure track.
7. SCT MOVEMENTS DEPARTING THE SCT SIDING AT THE MELBOURNE END
A departing rail movement at the Melbourne end of Laverton Loop must be waiting at 20/16 pending departure.
When a movement requires departing SCT, the SCT Train Coordinator must advise the ARTC Network Controller details of the movement, the track from which the movement is to depart and confirm that the rail movement is waiting departure.
The ARTC Network Controller may then signal the rail movement to depart from SCT Siding.
Immediately signal 20/16 is operated, the Maidstone St level crossing will initiate and once the boom gates are lowered, the respective signal will display a proceed aspect.
8. SCT MOVEMENTS DEPARTING THE SCT SIDING AT THE ADELAIDE END
When a movement requires departing SCT at the Adelaide end, the SCT Train Coordinator must advise the ARTC Network Controller details of the movement and provide the release on points 29.
The ARTC Network Controller may then signal the rail movement to depart from SCT Siding.
9. SIGNAL FAILURE
In the event of signals 20/6, 20/10, 20/12, 20/16 and 20/26 failing to assume a proceed aspect when operated, the ARTC Network Controller will issue a Signallers Caution Order as authority to pass the signal at stop.
Signals 20/30, 20/32 and 20/34 are classed as CTC departure signals controlling access into the CTC single line section to Manor Loop. The authority to pass these signals at stop is a CTC caution order issued by the ARTC Network Controller.
Provided detection on the affected points can be confirmed by observation of the Signal Control (Phoenix) System , the ARTC Network Controller may issue the applicable the authority to pass the signal at stop after ensuring point blockings have been applied.
In the event the point detection cannot be confirmed by observation of the Signal Control (Phoenix) System, arrangements must be made for the point machines in the route to be placed in the hand operating position and the points operated manually for the movement.
10. PASSING SIGNALS 20/10, 20/12, 20/30 AND 20/32 TO OPERATE POINTS
If signals 20/10, 20/12, 20/30 or 20/32 fail to display a proceed aspect, and the train crew are required to operate the points by hand, the ARTC Network Controller may issue the appropriate authority for the train to pass the signal at stop prior to the points being operated to the hand operating position.
Upon receiving the authority to pass the signal, the driver must control the rail movement to a point clear off the points ahead, stop and operate the points to the hand operating position and set them for the required route.
The movement may then proceed in accordance with the authority issued by the Network Controller.
The ARTC Network Controller must make arrangements for the points to be restored to the Motor Position.
Authorised by: Operations Interface SA/Vic, Interstate Network NCCW
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