RAIL SAFETY

RAIL SAFETY FOR EMERGENCY SERVICE OFFICERS

Presented by George Brown SO2 - Northern Operations Centre, ASNSW

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RAIL TERMINOLOGY
Ballast
The blue metal foundation onto which the sleepers are fixed.
Sleepers
Timber or concrete beams set in ballast on which the rails are secured.
Rail
Steel rails secured to sleepers forming a track onto which the trains travel upon.
Track
Rail, sleepers and ballast used to run trains.
Running lines
A track used to run trains between stations.
Four foot
The distance between the two rails of a running line.
Six foot
The distance between two running lines.
Cess
The area between the boundary fence and the nearest running line. Points
Moveable sections of rail used to move trains from one line to another.
UP AND DOWN DIRECTIONS
DOUBLE LINES
Rail staff refer to the Up and Down lines or direction when referring to the direction which the train is travelling.

UP TRACK OR DIRECTION
The line on which a train travels toward Sydney are referred to as the Up lines.

DOWN TRACK OR DIRECTION
The lines on which trains travel away from Sydney are known as the Down lines.

EXCEPTION
The lines which travel between Hamilton and Newcastle, the Up line is the one taking trains to Newcastle and the Down line is the one carrying trains away from Newcastle.

SIGNALS
The numbering of signals further indicates whether the line is an Up line or Down line. Signals are situated at various intervals along the line. Each signal has a distinguishing plate attached to it. The plate has a number which denotes the distance of the signal from Sydney and whether it applies to the Up or Down line. The last digit of the number denotes the line direction. If the last digit is an even number then it refers to an Up line, if the last number is an odd number then it refers to a Down line. Signals often have a letter before the number on the plate and this letter refers to the line on which it is found. These letters include:

M - Main
S - Suburban
L - Local
N - Northern
I - Illawarra
C - Coal

Example:
If a signal bore a plate with M163.6 printed on it, then this signal would be 163.6 km from Sydney on the Main Up line. Should the number read M163.7 then it would be 163.7 km from Sydney on the Main Down line.

Most signals are connected by phone to the signal box that controls them. If there is no railway staff at the location of the incident, these phones must be used to alert railway staff at the signal box or State Rail Control Centre in order to have trains stopped or diverted. Clearly identify yourself to rail staff, the nature of the incident, the signal number and that you require the trains stopped in BOTH directions. Automatic signals may not have a phone connected to them, however phone boxes are spaced along a track approximately every 200 metres. Use one of these phones to make contact with rail staff, or use your portable radio to contact your Ambulance Operations Centre to have them to arrange to have the trains stopped. Again advise Ambulance Ops of your location, nearest signal number and request them to arrange to stop the trains in BOTH directions.
Controlled signals have all their signal lights arranged in a vertical fashion and are controlled by a signal box. Automatic signals have their signal lights arranged in a staggered fashion and are not controlled by a signal box.

MULTIPLE LINES
At various locations, Sydney around Central Station and in the Hunter Valley, there are multiple lines. The signals on these lines also will have letters as well as numbers. These letters denote the line as well as the direction and distance from Sydney, and in some cases the signal box which controls the signal.

Care should be taken when working in around multiple lines as the direction of travel of the train could be confusing.

Example
Between Hamilton and Maitland there are four (4) lines. At Hamilton, they are from left to right when facing Sydney, the Up Coal, Down Coal, Up Main and Down Main. However at Waratah the Coal lines pass under the Main lines by the use of a tunnel and from there to Maitland the lines are from left to right when facing Sydney, the Up Main, Down Main, Up Coal and Down Coal. Extreme care need to be exercised in this area because coal trains often consist of 84 fully loaded coal trucks hauled by four (4) locomotives. These trains need 1 - 1.5 kilometres to come to a complete emergency stop.

SINGLE LINES
On single lines trains travel in both direction over the same line, but signal identification is the same as for multiple lines. If the last digit on a signal is an even number it signals trains travelling in the Up direction. If the last digit in the number is an odd number it signals trains travelling in the Down direction.

To assist you to recall this signalling method, remember the phrase "Signals even things Up".

BI-DIRECTIONAL LINES
On CityRail lines between Sydney and Newcastle, trains run on a system known as bi-directional running. This means that to improve the flow of passenger traffic, a train may travel on the Down line in a Up direction, or travel on the Up line in a Down direction, whilst passing a slower passenger or goods trains. When working on these lines DO NOT assume the train will only come from one direction.

UP AND DOWN TRAINS
Again this refers to the direction in which the train is travelling. Except when trains are operating in a bi-directional manner, on single lines, or in special circumstances (eg Hamilton to Newcastle) an Up train will always travel toward Sydney and a Down train will always travel away from Sydney. Trains are given identification numbers. As with signals, the last digit of the ID number denotes the direction in which the train is travelling. An even digit indicates that the train is travelling towards Sydney, and an odd digit indicates that the train is travelling away from Sydney.

Example:
N153: This is a Down train travelling away from Sydney on the Northern line.
N2: This is a Up train travelling toward Sydney on the Northern line.

NUMBERING OF PLATFORMS
When facing Sydney, platforms are numbered from left to right.

WALKING ALONG THE LINES.
Lines on which trains operate are called running lines. Wherever possible, walking between the tracks of a running line, or in the "four foot" (See Line Terminology below) should always be avoided. If it necessary to walk in the four foot, officers MUST ALWAYS walk in the direction from which the trains will approach.
When walking on the Up line you should walk away from Sydney so that you are walking toward oncoming trains, and conversely, when walking on the Down line you should walk toward Sydney.

Remember, electric trains are very quiet and can approach very closely before you hear them.

It is better to walk in the cess at the side of the tracks in favour of walking on the tracks themselves.

DRIVING ALONG THE TRACKS
Driving along the tracks in the four foot is fraught with danger and MUST be avoided at all costs. Once a vehicle is on the tracks, it can be very difficult to get the wheels of a vehicle over the rails and off the tracks. If it is essential that a vehicle be taken down rail lines, usually a dirt track can be found in the cess on each side of the railway track. These dirt roads are used by railway service vehicles and can generally be used by ambulance vehicles. However, this may not be the case on all Sydney suburban lines and an access gate near the incident may need to be located and utilised.

DETONATORS
A red shaped disc which are attached to the rails and explode as the train runs over them to attract the attention of the driver. Detonators are safe to handle and can be transported without breach of safety regulations. When detonators are being used there is a 75 metre safety distance.

<>SRA OFFICIALS
Wherever possible enlist the assistance of an SRA employee or Operations Division employee before walking upon or driving beside any running lines. Station Masters, Drivers, Guards or Transit Police are able to assist Ambulance Officers and advise of the correct safety procedures to take. If it is not safe to enter onto a running line then DO NOT DO SO. Also have rail staff contact the signal box controlling that section of the line if possible or use a phone on a signal to do so yourself. Clearly identify yourself and quote the signal number (to clearly identify your position on the running line), and ask for the trains to be stopped IN BOTH OR ALL DIRECTIONS. Most trains are equipped with two way radio and communicate with station staff and signal controllers. At the site of an accident, Operations Division staff have an ID card with a red background. If not, ask!!

INJURIES AND FATALITIES
When a injury or fatality occurs involving a train and the person is still on the tracks it usual that delays will occur to trains other than the one involved in the accident. It is likely that passengers in other trains will alight from carriages onto running lines. They are likely to cross other lines thus placing themselves at risk of injury. This is one of the SRA's major concerns in such circumstances because another injury could occur as a result of the delays caused by the original incident. SRA staff at the scene will be concerned with the amount of delay occasioned in removing the person from the line. Ambulance officers should cooperate wherever possible with SRA staff to clear the original incident as soon as possible, but safety to officers and other emergency service staff and patient care should not be compromised in the attempt to get trains moving again. Cooperation with SRA staff is paramount, but Ambulance Officers are in charge at incidents where persons are injured. Transit Police are called to the scene to assist with investigations and control of passengers, but it not always possible to stop persons alighting from trains. It is therefore imperative that persons are removed from the running lines as soon as possible, with regard to the injuries suffered, to minimise the risk of injuries to others.

ELECTRIC TRAINS
Electric trains are powered by 1500 VDC. The power is supplied to the train by overhead wires by the means of a pantograph (or "pans"). The pantograph is found on the top of the carriage and is in contact with the overhead wiring whenever the train is on the running line. There are certain points under the train that are "live" when the pans are in the raised position.

Therefore when attending an incident where a person is trapped under an electric train it is IMPERATIVE that you ensure that the pans have been lowered before placing yourself or any part of your body below or under an electric train. Ask the driver or guard to lower the pans, AND THEN VISIBLY CHECK THAT ALL PANTOGRAPHS HAVE BEEN LOWERED. Then ensure that the crew of the train is aware of your intentions so that the train is not moved whilst you are under it. Under NO circumstances are Ambulance Officers permitted to climb onto the roofs of trains whilst the lines are still "live". If an incident is on the roof of a train, that section of wiring will need to be isolated before access to patient can be gained and then only after being authorised by an employee from the SRA Electrical Section .

OVERHEAD WIRING
It is possible that the overhead wiring at the scene of an accident may have been damaged and is in contact with the train or may have fallen to the ground. This wiring MUST be considered LIVE until advised by rail electrical staff that the section has been isolated. Whilst waiting for the section to be isolated, do not expose yourself to unnecessary risks and minimise the number of people at the scene. The area surrounding the fallen wire may also be live. If a person has come in contact with overhead wiring, DO NOT touch that person until advised by an authorised person that section is isolated and is safe. Use a modiwark sensor to double check.

TUNNELS
Throughout the state, there are tunnels of varying lengths. There is insufficient space between the tunnel wall and the train to accommodate a person in the upright position. Unless it is absolutely necessary, DO NOT enter tunnels until advised by an Operations Branch employee that all trains have been stopped, and then only walk in the direction of an oncoming train. Situated along the walls of tunnels are refuges large enough to accommodate two (2) persons. These refuges are situated on either side of the tunnels and are staggered so that the refuges on one side of the tunnel are about 40m apart, so there is only 20m between refuges on either side of the tunnel. In the tunnels of the Sydney underground, lights are placed between the rails of the running lines and switch off to signal an approaching train. You have 20 seconds to move to a refuge before the train will arrive at your location. In the Tickhole tunnel between Cardiff and Kotara has electric lighting provided by switching it on at the entrances to the tunnel. The lights are on a two hour timer. The approach of a train may also be signified by the rush of air as the train moves through the tunnel.

If it becomes necessary to enter a tunnel, the following steps MUST BE followed:

uEnlist the assistance of an Operations Branch employee.
uAsk these persons to provide protection.
uEstablish when trains are due.
uDo not enter tunnels in a group, but spread out in pairs, about 20m apart. This is to allow each member of the group easy access to a refuge instead of 3 or 4 people trying to get into one refuge.
uWhen working in tunnels have at least one person keep a look-out for trains. This should apply at both ends of tunnels and when working on running lines.
uWear your luminescent safety vests when working on or near running lines, in or out of tunnels.

SIGNALS TO TRAIN DRIVERS
To alert drivers to the presence of an incident on the running line the following signals are used:

EMERGENCY STOP
Wave at the driver to attract his or her attention, and then hold both your hands in the stop position. When you give the Stop signal, the driver will attempt to stop the train as close as possible to your location and will not allow the train to move until you have informed him why you have stopped him.
At night, use a red light, or a white light waved erratically in the direction of the approaching train. When you give this Stop signal, the driver will attempt to stop the train as close as possible to your location and will not allow the train to move until you have informed him why you have stopped him.

STOP
Hold both your hands in the stop position. When you give the Stop signal, the driver will attempt to stop the train as close as possible to your location and will not allow the train to move until you have informed him why you have stopped him.

ALL CLEAR
As a train approaches, the driver will signal that he has seen you by using the whistle on the train. If there is no need to stop the train, hold one arm up parallel to the ground to indicate to the driver that it is all right for him to proceed and you are aware of the trains presence. The driver will acknowledge your signal by giving another blast on the trains whistle.

GENERAL SAFETY
Always walk in the cess. Walk in the four foot only when absolutely necessary, and then in the direction of incoming trains. Never walk on top of the rail, as you may slip and injure yourself or be caught by the foot between a rail and a set of points. If you are in the six foot between double lines and there are trains approaching from both directions, lay face down in the six foot and protect the back of your head with your hands. There is no part of the train which protrudes beyond the end of the sleeper to injure you.

STRETCHERS
Stretchers will not fit through the terminal (end) doors of most passenger cars, therefore in tunnels it may be necessary to remove to remove patients by other means than through the train. The running line adjacent to the train may be used after ensuring that all trains are stopped. If the train involved in the accident can be moved, it may be preferable to move the train to the nearest station and remove the patient onto a stretcher on the station platform.

SETTING SIGNALS TO RED
It is accepted that placing a metal object across both rails of the running line should place signals at stop. Iron and steel rods are the only materials that should be used to set the signals at stop. Do not use aluminium (including the ambulance stretcher) because the resistance of aluminium is too great to create this effect with any reliability. Remember, that if a train is in the vicinity, then its very presence will set the signals behind it at red. DO NOT use this method as a substitute to other forms of notification to rail staff of your presence on running lines.

KILOMETRAGE POSTS
In addition to distances displayed on signals, distances is also displayed on kilometrage posts. Again, the kilometrage is displayed as the distance from Sydney. These post are always on the Down side of the track. There are two posts each kilometre, one showing the distance eg. 37, and the other a half kilometre post which is blank. The blank posts are situated halfway between the kilometrage posts.

POINTS TO REMEMBER
uAlways wear a highly visible safety vest. Although orange coloured vests are the preferred type by the SRA, any other colour is acceptable.
uNever climb under a train without advising the train crew of your intentions.
uNever climb under an electric train unless the pantographs have been lowered. The driver may be in shock and may not be able to carry out this duty.
uAlways enlist the assistance of Operations Division staff in the vicinity.
uAlways use the cess when walking near running lines. If it is absolutely to walk along a running line, always face the direction that trains will approach from.
uIf it is necessary to take a vehicle along a track, use the access road in the cess. DO NOT drive along running lines.
uBefore entering tunnels, enlist the assistance of Operations Division staff in an attempt to have trains stopped. Leave a lookout at each end of the tunnel to stop trains. Use extreme caution in tunnels.
uIf a train approaches at night, use a red light to stop the train. If you do not have a red light, any light waved erratically will stop the train.
uDo not enter tunnels in groups, spread out.
uAlways assume that trains are using the line unless assured otherwise, but still employ safety procedures to ensure safety of personnel at the incident.
uDo not assume that a train can stop quickly. A fully loaded coal train may need up to 1500 metres (1.5 km) to stop.
uThere is insufficient space between two (2) trains or a train and a tunnel wall to accommodate a person in the upright position.
(c) Copyright George Brown 1990, 1993, 1998

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