Signalling and TC Functions MNA/PYL

Effective from Effective to Number Year Operator Issued
14/03/2014  15/02/2019  589  2014  GEN  14/03/2014 
 
Train Notices 1425/2012, 853/2012, 2610/2009 are hereby cancelled and replaced by this Train Notice:

Train Notice applicable to the operation of signalling and Train Control Functions between Maroona and Pyrenees including operating protocols (Yard instructions) for Maroona and Ararat.

MAROONA

The points and signals at Maroona are operated by the ARTC South West Network Controller in Adelaide.

Maroona operates as a Train Order Terminal Station for movements to and from the Portland Line and a CTC unattended crossing location.

Safe working system is CTC - Centralised Traffic Control between Pyrenees Loop and Maroona

All movements departing Pyrenees or arriving from the Portland Line shall have Train to Base Radio’s set to Channel 2.

A release is provided for control of the Departure signals between Maroona and Pyrenees and the ARTC South West Network Controller shall give the release to the ARTC North West Network Controller to allow for the departure signals at Pyrenees Loop to be cleared for a rail movement to proceed from Pyrenees Loop.

The ARTC North West Network Controller shall give the release to the ARTC South West Network Controller for rail movements to proceed from Maroona towards Pyrenees Loop.

Should the Home Departure signals at Pyrenees Loop fail, the authority to pass these signals will be a CTC Home Departure Caution Order issued by the ARTC South West Network Controller.

The driver of a Portland line rail movement shall not proceed beyond signal 244/10 or 244/12 unless in possession of the appropriate Train Order (Portland Line)

Signal 244/12 also has a illuminated route indicator with shows M Melbourne or P Portland

Up Automatic Signal V2484 between Pyrenees Loop and Maroona is powered by batteries, which is charged by solar panels. During the period that no movements are within the approach circuit of this signal, the top light will be extinguished however the marker light will continue to be lit.

Immediately a movement enters the approach circuit for this signal it will then be lit and will display the applicable aspect for the track ahead. The approach circuit is immediately an up movement passes down Automatic Signal V2635 at Ararat (1500 metres from the signal).

In the event that a fault is detected in the lighting of this signal, the applicable departure signals leading into the single line section in which the signals are located will be held at ‘Stop’.

In addition, an ‘Auto Power Off’ or ‘Lamp Fail’ alarm will be displayed on the Phoenix CTC system alerting the ARTC Network Train Controller of the failure.

The Train Controller shall issue the appropriate authority to the Driver to pass the affected Departure Signal at stop and also advise the Driver of the circumstance regarding the failure alarm.

The Train Controller shall also report the failure to the applicable Signal Maintenance Technician so that the fault may be rectified.

Point Stand Indications
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The points from the loop line to the Goods Siding at both ends of the yard are equipped with a T21 point machine. Point Stand Indicators are placed on the point machines to indicate to the Driver of approaching trains the position of the points as follows:

Yellow Circle: Indicates to movements proceeding in both directions that the points are set for the loop line.

White Square: Indicates to movements proceeding in both directions that the points are set for the Goods Siding.

Should the Driver of a movement observe the Point Stand Indicator displaying a white square the Train Controller shall be immediately advised. The Movement shall be brought to a stand at the points and the Driver shall ensure that the points are set and secure for the movement prior to passing over them.

Goods Siding Point Locking
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V5PSW key switches are located adjacent to the Goods Siding points at either end of the yard and are electrically connected to the Train Controllers operating system in Adelaide and provide electric locking of the points.

The key switches have 3 positions as follows:
Cancel: Cancels the release command after the points have been set for the Loop line.
Centre: Allows the key to be inserted or removed from the Key Switch.
Accept: Accepts the release command initiated by the Train Controller.

Three indicator lights are provided at each Key Switch; the lights are labelled and indicate the status of the release or points as follows:
Points Locked: Indicates that the Points are set and secured and cannot be operated.

Release Available: Indicates that the Train Controller has provided a Release Command for acceptance by the Driver required to operate the points.

Points Free: Indicates that the points are available for operation.

Location of Derail Devices
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A rodded Hayes Wheel Crowder and Derail is located as follows:

Melbourne end: The Fouling point on No 3 and 4 tracks (rodded to the T21 point machine operating the points to the siding).The Clearance point is marked by a painted white sleeper on both 3 and 4 roads.

Adelaide end: The Fouling point on No 3 track (rodded to the T21 point machine operating the points to the siding). The Clearance point is marked by a painted white sleeper on 3 and 4 roads.

Train Operations at Maroona Goods Siding
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Prior to a movement arriving at Maroona Yard the Train Crew shall confirm with the ARTC Network Controller that the movement is required to work within the Maroona yard.

On entering the Loop Track, the Driver of the movement shall bring the train to a stand at the points and:
1.*Contact the ARTC Network Controller and request a release on the Points,
2.*Observe that the ‘Release Available’ light is displayed
3.*Insert the key and turn it to the ‘Release’ position.
4.*Observe that the ‘Points Free’ light is displayed.
5.*Return the key switch to the ‘Centre’ position, withdraw it and unlock the ‘Hand Throw’ Lever on the Point Machine.
6.*Operate the T21 point machine to the required position for the movement.

Immediately the movement is clear of the main line the points are to be restored to the ‘Normal’ position and the ‘Hand Throw’ lever locked again.

The Driver shall insert the 5VPSW key in the key switch and operate it to the ‘Cancel’ position and advise the Train Controller.

Issue of Train Orders to the Portland Line
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Drivers of Portland Line Movements shall bring the train to a stand at Maroona to receive a Train Order from the ARTC North West Network Controller.

Should a Portland Line Rail movement be standing at Pyrenees Loop waiting to depart The ARTC Network Controller may issue a Train Order to the Driver of the Portland Line bound rail service provided that;

1. There are no movements operating between Maroona and Glen Thompson Loop
2. There has been no Train Order issued towards Maroona
3. There are no Maintenance activities in operation which would prevent a Train Order being issued.

The ARTC Network Controller may issue a Train Order for the Rail movement to proceed beyond Maroona towards Portland. The Train Order TEXT must commence with the following text:

Proceed from Maroona to.. .
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The ARTC North West Network Controller will then advise the ARTC South West Network Controller when a Train Order has been issued for a movement to depart towards the Portland Line.

The ARTC South West Network Controller must not clear a signal for a rail movement to depart towards the Portland Line without first being advised that a Train Order has been issued for the movement.

ARARAT - Overview
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Ararat is the standard gauge junction for the Maryborough line and the terminus for the broad gauge line from Ballarat. The broad gauge line from Ballarat crosses the ARTC standard gauge line and terminates in No.2 platform at Ararat station. The ARTC standard gauge line runs via No.1 platform at Ararat.

The signalling on the standard gauge is operated by the ARTC network controller whilst the signalling on the broad gauge is operated by the V/Line CENTROL train controller.

The ARTC network controller provides a grade release to the VLP train controller to allow the VLP train controller to set the points and to signal the Broad Gauge movement over the grade crossing into or from the Ararat station.

Immediately the Broad Gauge movement clears the track circuits associated with the release, the points at the Ararat station will reset to normal and the grade release will cancel automatically.

The Maryborough line and the Ballarat line responsibility of V/Line.

The Standard Gauge Main Line between Pyrenees and Maroona and the Ararat yard is the responsibility of ARTC.

The points at the Down end of Ararat yard to the ARTC standard gauge line are rodded to a Derail and Crowder. The up end points are rodded to form a cross over from the main line to yard.

Operators requiring access to Ararat yard must obtain the authority from ARTC prior to requesting a passage from the ARTC South West Network controller.

Train Staff & Ticket Working - Broad Gauge Line
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Broad gauge traffic between Ballarat and Ararat is operated under the rules applicable to Staff and Ticket working as contained in the 1994 Book of Rules and Operating Procedures, and any additional instructions applicable to V/Line operations.

Operation of Points and Signalling
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The VLP train controller must not request a release for a movement to depart Ararat until it has been confirmed that the Driver is in possession of the applicable authority for the Section Ballarat - Ararat and departure is imminent.

The Broad Gauge points leading from No.2 Platform track towards the stabling siding are equipped with a Dual Control Point Machine and are controlled by the V/Line train controller. The points are normally set for the Stabling Siding and require to be operated to the Reverse position for movements to or from the Ballarat line. The points can only be operated to reverse provided the ARTC network controller has provided the grade release.

The points are provided with a ‘Self Normalising’ function. When the points are set to the Reverse position for a movement to the Broad Gauge Main line and the signal is set for the movement, the points will automatically restore to the normal position for the Stabling Siding once the train has cleared the points.

Should it become necessary to hold the points in the ‘Reverse’ position (set for the Ballarat line) after a movement has departed, or owing to track work which will interfere with the track circuits, a Blocking Command must be applied on the points.

This will disable the automatic normalisation function.

Note: The release for the Grade Crossing will not be able to be returned to the ARTC network controller whilst a Blocking Command has been applied to secure No.17 points in the reverse position.

Failure of Grade Release: Broad Gauge Home Signals Nos. 265/8, 265/18 or No.17 Points
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In the event of a failure of the Grade Release, the broad gauge points or a failure of Home signals providing broad gauge access across the grade crossing, the VLP train controller must contact the ARTC network controller and request a Blocking Command be applied to the Standard Gauge Home Signals protecting the grade crossing.

After confirming that the Blocking Commands have been applied and the points are set and detected in the required position, the VLP train controller must place a Blocking Command on the points. The VLP train controller must then prepare and dictate a Caution Order to the Driver as authority to pass the signal at the ‘Stop’ position.

It will not be necessary for the Driver to record the details of the Caution Order as dictated by the train controller. The train controller and Driver must then exchange names.

If positive detection of the Points cannot be determined on the train controllers control system, the Selector Lever on the points must be placed in the ‘Hand’ operating position by the Driver, and the points correctly set for the required movement. The authority to pass the applicable signal at the ‘Stop’ position may then be issued by the train controller.

In the case of Home Signal No.265/8, the train controller may issue a Caution Order for the Driver to proceed, with instructions being given to stop at a point beside Dwarf Signal No.265/16.

The Driver must then place the Selector Lever on No.17 and No 19 Points to the ‘Hand’ operating position, and ensure the points are set in the required position before proceeding into the platform.

Track Maintenance Operations on Grade Crossing
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In the event that it becomes necessary to perform track maintenance operations on the Standard Gauge line between Signals No’s 265/6 and 214/10 (or 214/12), and such maintenance requires the issue of a track warrant, the track warrant must be issued by the ARTC network controller who must first ensure that the appropriate Blocking Commands have been applied to protect the works.

Prior to issuing the track warrant the ARTC network controller must confer with the VLP train controller to ensure that the issue of the Track Warrant will not affect the passage of a Broad Gauge movement

Track Maintenance Operations on Broad Gauge Line at Ararat
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In the event that it becomes necessary to perform track maintenance operations on the Broad Gauge line between Signals No’s 265/8 and 265/18, and such maintenance requires the issue of a Track Warrant, the Track Warrant must be issued by the VLP train controller. The VLP train controller must first obtain the Grade release and ensure that the appropriate Blocking Commands have been applied to protect the works.

Prior to issuing the Track Warrant, the V/Line train controller must confer with the ARTC network controller to ensure that the issue of the Track Warrant will not affect the passage of a Standard Gauge movement

Standard Gauge Movements - Maryborough & Ararat
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The VLP train controller and the ARTC network controller must maintain continued liaison regarding the passage of movements between Ararat and Maryborough.
A ‘Stop’ board is provided at 273.300 Km on the Maryborough line and is lettered as follows:
‘STOP
OBTAIN AUTHORITY FROM
ARTC NETWORK CONTROLLER
BEFORE PROCEEDING’

Prior to granting permission to pass the Stop board, the ARTC network controller must observe the indications on the control system and ensure that the points at each of Ararat yard are secured for the ARTC Standard Gauge Line.

Movements from Pyrenees or Maroona to Maryborough
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Prior to a movement departing either Pyrenees or Maroona, the Train Crew must confirm with the VLP train controller that the movement can be accepted onto the Maryborough line and advise the ARTC network controller accordingly who may then signal the movement to proceed to Ararat for entry into the Ararat yard,

Ararat - Maryborough Train Staff
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Traffic between Ararat and Maryborough is operated under the rules applicable to Staff and Ticket working as contained in the 1994 Book of Rules and Operating Procedures, and any additional instructions applicable to V/Line operations.

The Train Staff for the Ararat - Maryborough section is normally kept at Maryborough. To permit the transfer of the Train Staff between Ararat and Maryborough due to operational requirements, the VLP train Controller shall make the necessary arrangements.

SIGNAL FAILURES at MAROONA LOOP
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During signal failures, the authority to pass a signal at stop is as follows
244 / 10 to the Portland Line - Signalman Caution Order form 2377
244 / 12 to the Portland Line - Signalman Caution Order form 2377
244 / 10 towards Tatyoon Loop - CTC Home Departure Caution Order
244 / 12 towards Tatyoon Loop - CTC Home Departure Caution Order
244 / 8 - CTC Arrival Message Form
244 / 6 - CTC Arrival Message Form
244 / 26 - CTC Arrival Message Form
244 / 30 to Pyrenees Loop - CTC Home Departure Caution Order
244 / 32 to Pyrenees Loop - CTC Home Departure Caution Order

SIGNAL FAILURES at ARARAT
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265 / 6 - Verbal permission is given by the ARTC Network Controller as per TA.20 Section 17 rule 7 clause c

SIGNAL FAILURES AT PYRENEES - (towards Maroona)
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214 / 10 to Maroona Loop - CTC Home Departure Caution Order
214 / 12 to Maroona Loop - CTC Home Departure Caution Order