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Issue 3 Revision 14 16/9/18

BELLARINE RAILWAY

OPERATIONS

MANUAL

Issue 3

Issue date: 31/08/05

Implementation Date: 31/08/05

Issued by the Responsible Officer on behalf of the Council, Geelong Steam Preservation Society (ACN 004 819 130),

Operatorof the Bellarine Railway

Controlled Document

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OPERATIONS MANUAL

DOCUMENT CONTROL SHEET

Issued to: _________________________________ No: ____ Distribution of this document is controlled. It is issued to specific people and re-issues and revisions are controlled. Amendments can be recognised by revision numbers, and the date of issue printed on each page. Record of revisions:

Revision No Date Brief description

Issue 3 31/08/05 Re-Issue

1 01/09/06 P 15-16 Revised loads and speeds P42-43 Additions to shunting of vehicles

2 01/09/07 P 4-5 Addition of Tables C & D, Swan Bay platform 3 05/02/09 P13 alteration to Timetable S

P49 Pilotmen details 4 15/04/09 P16, 18 Locomotive T251

5 13/08/09 P6, 7 Addition of Tables Monday & Friday Transfer P57 GPS Instructions P16, 19 DB46 Seating Capacity

6 28/10/11 P2, 3 Alteration to Time Table A and B P57 GPS Instructions P20 NTOD1772 and LX5179 now have screw couplings fitted. P16, 19 Locomotive Pozieres

7 25/05/12 P16,18 Locomotive 1604

8 15/12/12 P31 Coupling of Vehicles P49 Pilotmen Details

9 28/6/15 P21, 26 Active protection Swan Bay, Banks rd & Princess Street P20 Inclusion of wagons EFNR11, EFNB2, BFN127, NVD1263, Y5255 P56 Update of self propelled track machines P14 staff Interchange box

10 18/9/16 P16, 19 carriage SP8 P15 Speeds of Trains P49 Pilotmen details

11 1/5/17 P2, 4, 6 Alteration to Timetable A, C and D. P3, 6 and 7 Deletion of Timetable B, Monday & Friday transfer P13 alteration to Timetable S

12 17/09/17 P3 Changed Timetable from C to B, P4, 7 Addition of Timetables BQ and Q P17, 19 Addition of QR M cars

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13 23/12/17 P4 Alteration and renamed to timetable BQ1 P5 Addition of timetable BQ2 P7 Alteration and renamed to timetable Q1 P8, 9, 10 Addition of timetables Q2, Q3, Q4 P58 Operation of HJS open wagons for carriage of passengers

14 16/8/18 P7, 9, 10 Updates to timetables Q1, Q3, Q4 P16,18 Locomotive 1107 P11, 12 Addition of timetables Q5, Q6 P17, 19 Addition of M class car MSC1487 P21, 26 Active protection Andersons Road

Persons receiving this document are responsible for: becoming and remaining familiar with its contents maintaining an up to date copy by following revision procedures following relevant procedures specified in the document

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Table of Contents

Title Page 1

Document Control Page 2

Table of Contents 4

SCOPE 1 STRUCTURE AND AUTHORITY 1 WORKING TIMETABLE 2

STAFF INTERCHANGE BOX 14

SPEED OF TRAINS 15 MAXIMUM LOADS 16

CERTIFIED VEHICLES 18

LOCATION OF PCR GRADE CROSSINGS 21 ACTIVE PROTECTION AT QUEENSCLIFF – PORTARLINGTON ROAD PCR

22

ACTIVE PROTECTION AT SWAN BAY, BANKS ROADS & PRINCESS STREET

26

COUPLING OF VEHICLES 31

CHANGE OF BRAKE SYSTEM 35

USE OF RADIO COMMUNICATIONS 36 SHUNTING OF VEHICLES 42

SHUNTING OF NO.1 SHED ROAD, QUEENSCLIFF 43

USE OF HASLER RT8 SPEED RECORDER 44 DAILY VEHICLE INSPECTION PROCEDURES 45

PILOTMAN WORKING 49

SIGNALS, YARD LIMITS, AND POINTS 50 DAILY TRACK INSPECTION 52

FIRE DANGER PERIOD 54

SELF-PROPELLED TRACK MACHINES 56 OPERATION OF GPS SPEED INDICATOR & RECORDER 57 OPERATION OF HJS OPEN WAGONS FOR CARRIAGE OF PASSENGERS

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BELLARINE RAILWAY

OPERATIONS MANUAL

1. SCOPE This manual is to be used by operating personnel of the Bellarine Railway as a supplement to the Tourist Railway Rules and General Instructions, 1997. It provides timetables, and other information and procedures for the safe and efficient operation of the railway. 2. STRUCTURE AND AUTHORITY

All train operations are to be performed by suitably authorised and qualified persons. The positions of Locomotive and Railmotor Driver, Fireman, and Guard/Signalman, require certification from the Association of Tourist Railways. These positions are only valid when accompanied by a current certificate of medical fitness. Positions of Ganger, Patrolman, Points & Signals Maintainer, Train Examiner, Rollingstock Repairer, Station Officer, and Pilotman require internal authorisation. Current lists of authorised personnel are posted on the noticeboard in the Queenscliff Station Master’s Office, and also lists of authorised examiners, trainees, and training supervisors. Train Operations are under the control of the Traffic Manager, who is appointed annually by the GSPS Council.

GSPS Council

Traffic Manager

Operations Personnel

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BELLARINE RAILWAY

WORKING TIMETABLE

TIMETABLE A (Heritage)

UP

Train Number QD#02 QL#04 QD#06 QL#08

Queenscliff Dep - 1100 1330 1500 1715

Laker’s Sdg Arr - - 1345 - 1730 Drysdale Arr - 1150 - 1550 -

DOWN

Train Number LQ#01 DQ#03 LQ#05 DQ#07

Drysdale Dep - 1210 - 1610 - Laker’s Sdg Dep 1000 - 1400 - -

Queenscliff Arr 1015 1300 1415 1700 -

# in train number represents day of week (1= Sunday, 7= Saturday etc)

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BELLARINE RAILWAY

TIMETABLE B (Blues Train Only)

UP

Train Number QD#02 QL#04

Queenscliff Dep - 2005 0015

Laker’s Sdg Arr - - 0030

SumaPark Arr - 2035 - SumaPark Dep - 2105 - Drysdale Arr - 2135 -

DOWN

LQ#01 DQ#03

Drysdale Dep - 2205 -

SumaPark Arr - 2235 - Dep - 2300 -

Laker’s Sdg Arr 1630 - - Queenscliff Arr 1645 2330 -

# in train number represents day of week

(Friday= 6, Saturday= 7 etc).

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BELLARINE RAILWAY

TIMETABLE BQ1 (Blues Train and Q Train)

Up Q train

Transfer

Blues Train Q Train Blues Train

Transfer

Train Number QD#02 QD#04 QD#06 QL#08

Queenscliff Dep - 1600 2005 2035 0010

- S T S S Laker’s Sdg Arr - 1615 2020 2100 0025 Laker’s Sdg Dep - 1620 2030 2115 -

- S T S - SumaPark Arr - - 2035 - -

SumaPark Dep - - 2105 - -

Big Tree Block post Arr - - 2110 2130 - Big Tree Block post Dep - - 2110 2135 -

Bank top Block post Arr - - 2125 2150 - Bank top Block post Dep - - 2125 2150 - Drysdale Arr - 1655 2135 2200 -

Down Blues Train

Transfer

Q Train Blues Train Q Train

LQ#01 DQ#03 DQ#05 DQ#07

Drysdale Dep - 1830 2205 2300 -

- S T S - Bank top Block post Arr - - 2215 2310 - Bank top Block post Dep - - 2215 2310 -


Suma Park Arr - - 2235 - -

Suma Park Dep - - 2300 - - Laker’s Sdg Arr - 1905 2305 2335 -

Laker’s Sdg Dep 1630 1915 2315 2340 - T S T S - Queenscliff Arr 1645 2000 2330 2355 -



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BELLARINE RAILWAY

TIMETABLE BQ2 (Blues Train and Q Train)

Up Q train

Transfer

Blues Train Q Train Blues Train

Transfer

Train Number QD#02 QD#04 QD#06 QL#08

Queenscliff Dep - 1625 2005 2035 0010

- S T S S Laker’s Sdg Arr - 1640 2020 2100 0025 Laker’s Sdg Dep - 1650 2030 2115 -

- S T S - SumaPark Arr - - 2035 - -

SumaPark Dep - - 2105 - -


Bank top Block post Arr - - 2125 2150 - Bank top Block post Dep - - 2125 2150 - Drysdale Arr - 1730 2135 2200 -

Down Blues Train

Transfer

Q Train Blues Train Q Train

LQ#01 DQ#03 DQ#05 DQ#07

Drysdale Dep - 1830 2205 2300 -

- S T S - Bank top Block post Arr - - 2215 2310 - Bank top Block post Dep - - 2215 2310 -


Suma Park Arr - - 2235 - -

Suma Park Dep - - 2300 - - Laker’s Sdg Arr - 1905 2305 2335 -

Laker’s Sdg Dep 1600 1915 2315 2340 - S S T S - Queenscliff Arr 1615 2000 2330 2355 -



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BELLARINE RAILWAY

TIMETABLE D (Driver Experience)

UP

Train Number QD#02 QL#04

Queenscliff Dep - 1300 1615

Laker’s Sdg Arr - - 1630

Drysdale Arr - 1400 -

DOWN

LQ#01 DQ#03

Drysdale Dep - 1500 -

Laker’s Sdg Dep 1145 - - Queenscliff Arr 1200 1600 -

# in train number represents day of week (Sunday= 1, Saturday= 7 etc).

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BELLARINE RAILWAY

TIMETABLE Q1 (Q Train Only Drysdale)

UP

Train Number QD#02 QD#04

Queenscliff Dep 1600 2130

Laker’s Sdg Arr - -

SumaPark Arr - - SumaPark Dep - - Drysdale Arr 1650 2230

DOWN

LQ#03 DQ#05

Drysdale Dep 1900 2300

SumaPark Arr - - Dep - -

Laker’s Sdg Arr - - Queenscliff Arr 2030 2350


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BELLARINE RAILWAY

TIMETABLE Q2 (Q Train Only Queenscliff)

UP

Train Number QD#02

Queenscliff Dep 1900

S

Laker’s Sdg Arr - SumaPark Arr - SumaPark Dep -

Drysdale Arr 2030

DOWN

LQ#03

Drysdale Dep 2100 S

SumaPark Arr - Dep - Laker’s Sdg Arr -

Queenscliff Arr 2230


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BELLARINE RAILWAY

TIMETABLE Q3 (Q Train Lunch Drysdale)

UP





DOWN

LQ#03 DQ#05





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BELLARINE RAILWAY

TIMETABLE Q4 (Q Train Lunch Queenscliff)

UP

Train Number QD#02


S

Laker’s Sdg Arr - Suma Park Arr - Suma Park Dep -

Drysdale Arr 1300

DOWN

LQ#03

Drysdale Dep 1330 S




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BELLARINE RAILWAY

TIMETABLE Q5 (Q Train Lunch Drysdale)

UP





DOWN

LQ#03 DQ#05





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BELLARINE RAILWAY

TIMETABLE Q6 (Q Train Lunch Queenscliff)

UP

Train Number QD#02


S

Laker’s Sdg Arr - Suma Park Arr - Suma Park Dep -

Drysdale Arr 1400

DOWN

LQ#03

Drysdale Dep 1430 S




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BELLARINE RAILWAY TIMETABLE S

BOOKING DETAIL STN # Page: Rev.

Client Name Number of People

Requirement for Train &

Special Needs

OPERATION DETAILS

Date of Train Locomotive(s)

Consist

DOWN

UP DOWN UP

Train

Number

Train

Number Train

Number

Train

Number

Drysdale Queenscliff Drysdale

Queenscliff

Mannerim A Swan Bay

(MDC)

Mannerim A Swan Bay

(MDC)

D Lakers

Siding A

D Lakers

Siding A

Suma Park

D

Suma Park

D

Lakers

Siding A

Suma Park Lakers

Siding A

Suma Park

D

Mannerim

A

D

Mannerim

A

SwanBay

(MDC)

D

SwanBay

(MDC)

D

Queenscliff Drysdale

Queenscliff Drysdale

Operating Crew

Driver

Fireman

Guard

Fire Patrol Driver

Special instructions to Crews

All to Note and Arrange Issue Date:

Traffic Mgr:

Timetable to be accompanied by Special Train Notice (STN), issued by Traffic Manager.

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BELLARINE RAILWAY

TRAIN TIMETABLING PROCEDURES:

All scheduled services will originate and terminate at Lakers siding unless advised otherwise via the weekly notice.

Staff Stations: Queenscliff Laker’s Siding Mannerim Drysdale

Normal staff section is Queenscliff - Drysdale, however the Traffic Manager may implement staff sections Queenscliff - Laker’s Siding and Laker’s Siding - Drysdale, or Laker’s Siding - Mannerim and Mannerim - Drysdale, to suit train timetabling requirements. Passenger platforms are located at Queenscliff, Swan Bay, Laker’s Siding, Suma Park, and Drysdale; a crossing loop is located at Laker’s Siding, and a passing siding is located at Mannerim. Special trains scheduled to Suma Park must reverse the loco at Laker’s Siding to the rear of the train and propel either to or from Suma Park. The train must come to a stand at the Portarlington Road crossing, and proceed on the Guard’s all clear signal. The propelling move must always be performed on the empty car working.

Traffic Manager may alter timetables through issue of a Special Train Notice, or via the Weekly Notice.

Staff Exchange Box

The Staff exchange box is located at Lakers Siding in the station building under the bench. If the requirement to implement the Queenscliff - Laker’s Siding and Laker’s Siding - Drysdale

staffs arises during a day's running due to unforeseen circumstances the staffs can be issued under the supervision of 2 drivers after gaining permission from the Traffic Manager.

Issuing of short Staffs Step 1: Insert Queenscliff - Drysdale Staff in to middle hole and turn. Step 2: Remove Queenscliff - Laker’s Siding and Laker’s Siding - Drysdale staffs from box Step 3: Note in TR Book that the staffs have been issued and sign. If the short staffs have been in use and are no longer required the long staff may be reissued and the short staffs locked away Issuing of long staff Step 1: Insert Queenscliff - Laker’s Siding and Laker’s Siding - Drysdale staffs in to Box and turn. Step 2: Remove Queenscliff - Drysdale staff from box Step 3: Note in TR Book that the staffs have been issued and sign.

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BELLARINE RAILWAY

SPEEDS OF TRAINS

Queenscliff to Drysdale

All classes: 20km/h

All trains in running roads within yard limits are restricted to 20km/h. All other sidings 10km/h. Temporary speed restrictions as indicated by boards. Hyrail vehicles and trolleys are permitted a maximum speed of 40km/h where visibility

permits, restricted to 10km/h through facing points and over bridges.

Temporary Speed Restrictions may be applied by Patrolman, Ganger, or Way and Works Manager through Infrastructure

Restriction Notice, which is issued directly to the driver and guard prior to being issued as an instruction through Operating Procedures Bulletin.

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BELLARINE RAILWAY

MAXIMUM LOADS

Queenscliff-Laker’s Sdg Queenscliff-Drysdale

Steam Locomotive tons Tons

V1209 1500 600 M6 800 240

PB15 454 300 170 No6 100 35

Klondyke 160 55

Vulcan No4 250 160

T251 200 155 Pozieres 200 100

Diesel Locomotive

X 1000 220 1604 1000 550

1107 1000 320

V8 300 120 VA1 200 100

Trailing loads behind screw link couplings must not exceed 330 tons. Maximum locomotive loads may be altered by Rollingstock Manager. Notice of changes may be

via Depot Station Order Book, or Operating Procedures Bulletin. Passenger Vehicle Seated Maximum

SP8 50 60

AAR1 50 70 AAR4 48 60

BBL10 56 70

AAL9 32 50 ABL14 48 48

BBL6 48 48

ZA200 14 14 DAV1056 20 30 BUV1299 60 60

BU465 90 90 DB46 16 20

MV1333 50 70

DP28 (railmotor) 52 70 DP29 (railmotor) 52 70

All passenger vehicles detected as being overloaded must have the load reduced to an acceptable level at the earliest

possible opportunity by the guard.

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Passenger Vehicle Seated Maximum

MBL1534 52 52

MBL1509 48 48

MBS1474 46 46 MCC1521 40 60

MPCC1430 1 1

MSD1460 2 2 MAS1487 28 42

MSC1469 28 42 MBC1454 0 0

All passenger vehicles detected as being overloaded must have the load reduced to an acceptable level at the earliest possible opportunity by the guard.

Goods Vehicle Load (tonnes)

C14 6 CCC36 30

CCC103, 116 30

X7732 11 GEF11620, 11979 10

Z112 8

NTOD1772, 7992 22000 litres FLL1 10 NC18417, 18558, 18825 20

HJS22744, 23048 25 SF2 15

VTS10632, 21945 11.5

QG5, 19 12 QQ6 25

LX5179 - All goods vehicles detected as being overloaded must have loads reduced to an acceptable level at the earliest possible

opportunity by the driver.

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BELLARINE RAILWAY

CERTIFIED LOCOMOTIVES AND RAILCARS

STEAM LOCOMOTIVE BRAKES COUPLERS

T251 Air Screw

6 Air (no pump) Screw KLONDYKE Air* Screw

VULCAN 4 Air* Screw Pozieres Air* Screw

DIESEL LOCO

1604 Air* Screw 1107 Air* Screw/auto

X3 Vac* Screw/auto

X20 Vac* Screw/auto V8 Vac* Screw

VA1 Vac* Screw RAILCAR

DP28 Straight air Screw#

DP29 Straight air Screw#

* Locos have independent steam or straight air brakes also.

Locos must only haul vehicles with compatible brakes/couplers.

Service status indicated on Queenscliff SM notice board. Steam 6 has air brakes only when external main res. air supplied.

All locos/railcars have handbrake fitted.

# Where other vehicles are attached to Railcars during shunting, the load shall not exceed 40 tonnes.

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BELLARINE RAILWAY

CERTIFIED PASSENGER CARRIAGES

CAR BRAKES COUPLER ARR. SEATS POWER ACCESS DOORS

AAL9 Air/Vac* Screw Saloon 32 24V - 2 /side

AAR1 Air/Vac* Screw Saloon 52 24/240V concertina 2 /side AAR4 Air/Vac* Screw Dining 48 24/240V - 2 /side

BBL10 Air/Vac* Screw Saloon 56 24/240V concertina 2 /side SP8 Air/Vac* Screw Saloon 50 24/240V - 5 /side

ABL14 Air/Vac* Screw Compt 48 24V - 6 /side

BBL6 Air/Vac* Screw Compt 48 24V - 6 /side BU465 Air/vac* Screw Compt 90 - - 9 /side

BUV 1299 Air/Vac* Screw Compt/van 60 24V - 7 /side

DAV 1056 Air/Vac* Screw Compt/van 20 24/240V - 2 /side ZA200 Air/Vac* Screw Compt/van 14 24/240V

(power) - 4 /side

DB46 Air/Vac* Screw Compt/van 16 24/240V - 4 /side MV 1333 Air*

Vac pipe Screw Saloon 50 24/240V Up end

only 3 /side

MBL1534 Air* Auto Saloon 52 415/240V Concertina 1/side

MBL1509 Air* Auto Bar/Dining 48 415/240V Concertina 1/side MBS1474 Air* Auto Dining 46 415/240V Concertina 1/side

MCC1521 Air* Auto Bar 40 415/240V Concertina 1/side

MPCC1430 Air* Auto Power 1 415/240V Concertina 2/side MSD1460 Air* Auto Kitchen 2 415/240V Concertina 1/side MAS1487 Air* Auto Dining 28 415/240V Concertina 1/side

MSC1469 Air* Auto Dining 28 415/240V Concertina 1/side MBC1454 Air* Auto Baggage 0 415/240V - 3/side

* Vehicles also have handbrake fitted. Vehicles must only be coupled to others with compatible brakes/couplers. Service status is indicated on Queenscliff SM notice board. 24V lighting connections are on North (Down) side of train, 240V connections on South (Up)

side. Shunters must remove connections prior to uncoupling. 415V 2 per side of M cars must be unplugged and secured before uncoupling. Power must be

off before unplugging cables. Main Reservoir pipe runs through each of the M cars.

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BELLARINE RAILWAY

CERTIFIED NON-PASSENGER VEHICLES

VEHICLE BRAKE COUPLER TYPE NOTES

Z112 Vac Screw works van tool store HJS22744 Air Screw bogie open HJS23048 Air Screw bogie open

C14 Vac Screw 4w open no floor

C552 Vac Screw 4w open C562 Vac Screw 4w open

CC51 Vac Screw bogie open

CCC36 Vac Screw bogie open CCC103 Vac Screw bogie open CCC116 Vac Screw bogie open

EFNR11 Air Auto bogie flat rail wagon EFNB2 Air Auto bogie flat wheel wagon

BFN127 Air Auto box car

NVD1263 Air Auto box car Y5255 Air Chopper 4w open vac through pipe

GEF11979 Vac Chopper 4w open GEF11620 Vac Chopper 4w open SF2 Vac auto/screw bogie flat transition fitted, Air

through pipe X7732 Vac Chopper 4w open buffers fitted, Air

through pipe NC18417 Vac Chopper 4w flat

NC18558 Vac Chopper 4w flat

NC18825 Vac Chopper 4w flat QG5 Vac Screw sd ballast

QG19 Vac Screw sd ballast QQ6 Vac Screw cd ballast NTOD1772 Air Screw bogie tank vac through pipe

NTOD7992 Air Chopper bogie tank vac through pipe

FLL1 Air pipe Chopper low flat restricted use LX5179 Vac pipe Screw Plough restricted use

Vehicles may only be coupled to others with the same brake/coupling systems, except where

approved for special shunt movements by the Traffic Manager. Vehicles with restricted use may only be operated with the direction of the Traffic Manager. Service status indicated in weekly notice.

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LOCATION OF PUBLIC CARRIAGE ROADWAY GRADE CROSSINGS

Number Name Distance from Queenscliff (km)

1 Yacht Club P 1.254

2 DPI (Tip) P 2.087 3 Fellows Road P 4.008

4 Q’cliff-Portarlington Road FL 5.041 5 Carlyle O.C. 7.152 6 Big Tree O.C. 8.000

7 Banks Road FLB 9.232

8 Swan Bay Road FLB 10.706 9 Andersons Road FLB 14.360

10 Princess Street FLB 15.255

11 Bridge Street P 15.756

Refer to map of line for geographic locations. ‘P’ Crossings are passive signage protected

‘FL’ Crossings are fitted with flashing light warnings `FLB` Crossings are fitted with flashing light warnings and boom gates

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ACTIVE PROTECTION AT QUEENSCLIFF – PORTARLINGTON ROAD PCR

Level Crossing Flashing Light Warning Apparatus has been installed at this level crossing. The equipment installed at this level crossing is as follows:

Control Cabinet – This cabinet is only accessible by authorised persons. This cabinet contains the Harmon SCX- 1 style C Crossing Controller. Batteries, Battery Charger, Healthy State Detector, Static Flasher units, Power detection equipment (AC and DC)

Test Switch Box – This is on the UP cabinet side and is accessible via a standard BR Safe working (S1) Key.

Pole 1 (east) – Flashing lights (2 sets), Cross Arms, Bell and Healthy State Indicator Pole 2 (west) - Flashing lights, Cross Arms Lakers Siding Down Home Arrival Signal – 2 position colour light

TRACK CIRCUITS The crossing comprises of three track circuits – Down Approach, Island and Up Approach. The approach circuits commence 208m from the crossing and are set to provide a clear operation of the warning equipment for 25 seconds for a train approaching at a maximum speed of 30kmph. The track circuits are achieved by the use of welded bonding straps at each rail joint. APPROACH WARNINGS Whistle posts are located approx 300m from the crossing. These are as per GI 2.18 except that they are reflective and colored yellow to remind enginemen that the crossing has active protection with a Healthy State indicator. G.I 2.18.2 relating to observance of whistle boards must still be adhered to. SCX Approach Section Warning Indicators (ASWI) are located 208m from the crossing. These are a black cross on a white background and perform the same role as the Approach Section Warning Indicators as described in GI 2.24. OPERATION – NORMAL CONDITIONS

The level crossing operation will be observed by train crews in accordance with Rules and General Instructions (GI) 6.20. The following additional requirements will also be observed:

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Locomotive Crew

The speed limit for all trains between the ASWI and the crossing is 20 kmph. Drivers will observe a Proceed signal indication (Down trains only) and/or operation of the Healthy State Indicator. Should abnormal operation be observed the crew will comply with the requirements of GI 7.7.

Guard

The guard will observe the crossing operation and verify that the crossing warning apparatus ceases operation once the trailing vehicle of a train is more than 10m past the crossing, via observation of the Healthy State Indicator. Should abnormal operation be observed the Guard will comply with the requirements of GI 7.7.

Track Patroller – Hyrail Vehicle or Trolley (non-insulated wheels)

The crossing apparatus will detect the vehicle as a train and the Track Patroller will observe normal operation.

The Track Patroller will observe that the warning apparatus commences operation when the Hyrail enters the approach circuit at a distance of 208m via the Healthy State Indicator.

The Track Patroller will observe that the crossing ceases operation when the vehicle leaves the island circuit no more than 10m from the opposite side of the crossing.

If the crossing fails to operate for a vehicle this may not necessarily indicate that the crossing is faulty, but more likely a poor circuit through the wheels due to rust and dirt.

In this instance the Track Patroller will test the apparatus using the Test Switch as described in GI 6.20.4.

Track Patroller - Hyrail Vehicle or Trolley (insulated wheels)

These vehicles will not operate the warning apparatus. The Track Patroller is to test the crossing as described in GI 6.20.4.

Track Machine Operators

o Operators of track machines will ensure that the crossing warning signals are activated (automatically or manually if required). If a Flagman is not present, the operator will stop his machine at the crossing, and not cross until

road vehicles have come to a stand and it is safe to do so.

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OPERATION OF LAKERS SIDING

LAKERS SIDING – SWITCHED OUT AS A STAFF STATION

With the Down Home Arrival signal at Proceed (On position) from the Quadrant lever at the Signal Cabin, operation of the crossing will be normal for UP and Down trains.

LAKERS SIDING - SWITCHED IN AS A STAFF STATION - When Lakers Siding is operating as a Staff Station the following variations to normal operations shall occur. 1. Stopping Down Trains at the Home Signal

Placing the Quadrant lever at the Signal Cabin to the Stop (Normal) Position (upright) will switch the Down Home Arrival signal to display a Red Stop indication.

If a train comes to a stand at the Home Signal or is on the Down Approach circuit the level crossing apparatus will not operate.

2. Allowing the train to proceed

Place the Quadrant lever at the Signal Cabin to the Proceed position (On or horizontal). The level crossing apparatus will commence operation immediately, and after 12 seconds

of operation the Home signal will display a Green Proceed indication. 3. Admitting a train from the Points

Placing the Quadrant lever at the Signal Cabin to the Stop Position (Normal) will switch the Down Home Arrival signal to display a Red Stop indication.

At the points place the Quadrant lever to the Proceed position and the Home signal will display a Green Proceed indication, and the crossing will operate when the train enters the approach circuit. Note: If the train has already entered or stopped on the crossing approach circuit, the level crossing apparatus will commence operation immediately, and after 12 seconds of operation the Home signal will display a Green Proceed indication

The Plunger Lock is not electrically interlocked with the Level Crossing or the Home signal. 4. Locomotive Reversal and Shunting

Reversal of locomotives and shunting will be conducted as normal and will have no effect upon the level crossing.

Locomotive drivers and guards/shunters must exercise caution and not allow a locomotive or vehicle to enter the Up Approach Circuit or the level crossing apparatus will operate normally – this also applies to shunting long trains. Shunting should be conducted from the Down End if possible.

The crossing warning apparatus may be manually operated from the test switch should operational needs require long periods of operation. If manually operated a flagman must be present to attend to road traffic requirements between rail movements.

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ABNORMAL OPERATION

Should abnormal operation be observed Train Crew and BPR staff shall comply with the requirements of GI 7.7. Reporting

To minimise disruption to road traffic the Guard shall Report the defective crossing apparatus via train radio or mobile phone to Queenscliff Base and request attention to the fault.

The Traffic Manager shall be notified immediately via the most expedient means The Signalperson at Queenscliff or Guard in Charge shall request that a Flagman be

dispatched to the crossing to assist road traffic. The flagman shall remain at the crossing until the crossing is de-activated or the fault removed.

The Traffic Manager shall take appropriate action to have the level crossing repaired or de-activated by appropriately qualified persons in accordance with the Level Crossing Maintenance Procedure.

Operation of Trains

During periods of abnormal operation a flagman shall be present and shall protect the crossing for the passing of all trains.

If a flagman is unavailable, the driver shall bring the train to a stand at the crossing and the Second Person shall protect the crossing.

In the case of a railmotor or Hyrail, the driver shall bring the train to a stand at the crossing, and shall proceed with caution when safe to do so.

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ACTIVE PROTECTION AT Swan Bay Road, Banks Road, Andersons Road,

Princess Street PCR Level Crossing Flashing Light Warning Apparatus has been installed at this level crossing. The equipment installed at this level crossing is as follows:

Control Cabinet – This cabinet is only accessible by authorised persons. This cabinet contains the Harmon SCX- 1 style C Crossing Controller. Batteries, Battery Charger, Healthy State Detector, Static Flasher units, Power detection equipment (AC and DC)

Test Switch Box – This is located on the side of the cabinet side and is accessible via a standard BR Safe working (S1) Key.

Pole 1 (east) – Flashing lights, Cross Arms, Bell, Boom gate and Healthy State Indicator Pole 2 (west) - Flashing lights, Cross Arms, Bell, Boom gate

TRACK CIRCUITS The crossing comprises of three track circuits – Down Approach, Island and Up Approach. The approach circuits commence 312m from the crossing and are set to provide a clear operation of the warning equipment for 25 seconds for a train approaching at a maximum speed of 40kmph. The track circuits are achieved by the use of pined bonding straps at each rail joint. APPROACH WARNINGS Whistle posts are located approx 312m from the crossing. These are as per GI 2.18 except that they are reflective and colored yellow to remind enginemen that the crossing has active protection with a Healthy State indicator. G.I 2.18.2 relating to observance of whistle boards must still be adhered to. SCX Approach Section Warning Indicators (ASWI) are located 312m from the crossing. These are a black cross on a white background and perform the same role as the Approach Section Warning Indicators as described in GI 2.24. OPERATION – NORMAL CONDITIONS

The level crossing operation will be observed by train crews in accordance with Rules and General Instructions (GI) 6.20. The following additional requirements will also be observed: Locomotive Crew

The speed limit for all trains between the ASWI and the crossing is 20 kmph. Drivers will observe the operation of the Healthy State Indicator and that the boom gates have lowered. Should abnormal operation be observed the crew will comply with the requirements of GI 7.7.

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Guard

The guard will observe the crossing operation and verify that the crossing warning apparatus ceases operation and the boom gates have been raised once the trailing vehicle of a train is more than 10m past the crossing, via observation of the Healthy State Indicator. Should abnormal operation be observed the Guard will comply with the requirements of GI 7.7.

Track Patroller – Hyrail Vehicle or Trolley (non-insulated wheels)

The crossing apparatus will detect the vehicle as a train and the Track Patroller will observe normal operation.

The Track Patroller will observe that the warning apparatus commences operation when the Hyrail enters the approach circuit at a distance of 312m via the Healthy State Indicator.

The Track Patroller will observe that the crossing ceases operation when the vehicle leaves the island circuit no more than 10m from the opposite side of the crossing.

If the crossing fails to operate for a vehicle this may not necessarily indicate that the crossing is faulty, but more likely a poor circuit through the wheels due to rust and dirt.

In this instance the Track Patroller will test the apparatus using the Test Switch as described in GI 6.20.4.

Track Patroller - Hyrail Vehicle or Trolley (insulated wheels)

These vehicles will not operate the warning apparatus. The Track Patroller is to test the crossing as described in GI 6.20.4.

Track Machine Operators

o Operators of track machines will ensure that the crossing warning signals are activated (automatically or manually if required). If a Flagman is not present, the operator will stop his machine at the crossing, and not cross until

road vehicles have come to a stand and it is safe to do so.

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ABNORMAL OPERATION Should abnormal operation be observed Train Crew and BR staff shall comply with the requirements of GI 7.7. Reporting

To minimise disruption to road traffic the Guard shall Report the defective crossing apparatus via mobile phone to Queenscliff Base or the Traffic Manager and request attention to the fault.

The Traffic Manager shall be notified immediately via the most expedient means. Once the traffic Manager has been reached that person shall give advice to the guard to

isolate the crossing as per the isolation procedures by using the isolation switch located in the test switch cabinet.

Isolation of Crossing Key Switch Operating Procedure The key switch “UH 3/12T A” type is a 3 position keyswitch that will hold its contact once the key is turned to the corresponding positions. The 3 positions are:

Position 2, key at vertical: This is the starting position when the key can be inserted or removed.

Position 1, turning the key anti-clockwise from vertical.

Position 1 will have a label “TRACK CIRCUIT OPERATION”. This renders the level crossing to normal operation mode with the level crossing controlled by the SCX. In this operating mode, the GREEN LED indicator will be illuminated.

Position 3, made by turning the key clockwise from vertical. Position 3 will have a label “CROSSING ISOLATED (T/S OPERATED ONLY)”. This renders the level crossing control to be isolated and only be functional by the operation of test switch. In this operating mode, the RED LED indicator will be illuminated.

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The proposed procedures for the operation of the keyswitch are as below. The procedure may be initiated at any given time or reason provided. The defined process below is seen as one scenario where this procedure would be applicable. 1. Preliminary Level Crossing isolation/Permit to foul. 1. Contact Traffic Manager for Bellarine Railway to request the level crossing to be booked out with appropriate Safeworking (permit to foul). 2. Locate and open the location case and test switch box. 3. Check the keyswitch indication light. The light for “TRACK CIRCUIT OPERATION” should be lit. 4. Turn the keyswitch from position 2 clockwise to position 3. The light for “CROSSING ISOLATED” should now be lit, and remain lit after the key is released back to position 2. 5. Make sure the test switch is still pushed in. 6. The level crossing should recover after the keyswitch has been turned to position 3. 7. If the crossing recovers, follow section 2. 8. If the crossing has not recovered, follow section 3. 2. Key Switch switched to CROSSING ISOLATED, Level Crossing has recovered.

1. After the boom has returned to vertical position, whenever it is safe, pull the test switch. 2. Observe the level crossing to operate under test switch operation (lights flashing, bells ringing, booms at horizontal position). 3. Push the test switch back to recover the crossing. 4. Report back to Traffic Manager. 5. To restore the crossing to track circuit operation, refer to 2.5. 3. Key Switch switched to CROSSING ISOLATED, Level Crossing is not recovered.

1. Check the FGR relay. 2. If the FGR has not energized yet, check the fuse for the test switch as shown in the plan and replace it if necessary. 3. Check and replace all the fuses in the location case for any blown fuses. 4. If the crossing recovers, refer to section 2. 5. If unable to recover the crossing, refer to section 4.

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4. Level Crossing to be completely isolated.

1. Contact Traffic Manager for Bellarine Railway to request the level crossing to be booked out for complete isolation. 2. Remove all pins and fuses in the location case associated with boom barrier, flashing lights, bell and boom barrier lights. 3. Latch the boom arms. 4. Contact appropriate personnel to fault find and restore the crossing. 5. When the fault has been rectified, refer to 5. 5. Restoration of Level Crossing to track circuit operation. 1. Check the keyswitch indication light. The light for “CROSSING ISOLATED” should be lit. 2. Check the status of the FGR relay. It should be energized at this time. 3. Pull the test switch and observe operation of crossing to boom barrier horizontal position. 4. Turn the keyswitch from position 2 anti-clockwise to position 1. The light for “TRACK CIRCUIT OPERATION” should now be lit, and remain lit after the key is released back to position 2. 5. Restore test switch and observe recovery of level crossing. 6. Shunt the three tracks of level crossing to simulate trains travelling up and down direction. 7. Observe the level crossing operates with the the simulated train passes all three tracks. 8. After the boom has returned to vertical position, whenever it is safe, pull the test switch. 9. Observe the level crossing to operate as normal working condition (lights flashing, bells ringing, booms at horizontal position). 10. Push the test switch back to recover the crossing. 11. Report back to Traffic Manager to return the permit to foul and book the crossing back into service. Operation of Trains

The driver shall bring the train to a stand and the second person shall operate the test switch. Once the booms have been down for 30 seconds the train shall move to the other side of the crossing where the driver will bring the train to a stand to allow the second person to re set the test switch and return to the loco. In the case of a railmotor this shall be done by the guard.

In the case of a Hyrail or track machines, the driver shall bring the train to a stand at the crossing, and shall proceed with caution when safe to do so.

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COUPLING OF VEHICLES

Three major types of couplings are in use: -Drawhook (screw and 3-link) couplings -Centre buffer (chopper) couplings -Automatic couplers with or without transitions 1. Screw Couplings:

When any vehicle is equipped with a screw coupling it must be properly adjusted so that it will

be equalised on each side of the nut to allow the full travel of the screw to be utilised and to prevent the screw end fouling the drawhook.

When disconnecting a screw coupling, it must be fully unscrewed before being lifted off the

drawhook. Couplings left partially unscrewed may need to be further unscrewed before they can be placed over the drawhooks of other vehicles having different buffer lengths, which is difficult and dangerous to do.

Screw couplings must always be sufficiently tightened so as to bring the side buffers into firm

contact. Where this is not possible due to coupling and/or side buffer lengths, the coupling must be screwed up to the maximum extent possible.

In order to provide against a coupling lifting off a drawhook and to minimise the risk of injury

to staff during shunting operations, all persons concerned are to note carefully if any coupling is stiff or if the shackles do not work freely, and must arrange for any such coupling to be immediately lubricated, or for the matter to be reported to a train examiner or rollingstock repairer for attention.

When a screw or link coupling is to be used between vehicles having side buffers which are

unequal in height, the coupling attached to the lower vehicle is to be utilised to minimise the risk of the coupling lifting from the drawhook.

Screw couplings not in use must not be allowed to hang down as they are likely to strike points

and crossings. Couplings must be hung on the hook provided, or on the ledge of the drawhook. They must not be hung from safety chains.

THE FOLLOWING PROCEDURES ARE TO BE FOLLOWED AT ALL TIMES IF THERE IS A NEED FOR BUFFER COMPRESSION TO

ALLOW THE SCREW COUPLING LINK TO BE LIFTED ON OR OFF.

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Shunting – Coupling and Uncoupling of vehicles

Before a person engaged in coupling and uncoupling of rolling stock enters the Danger Zone, or goes inside the vehicle outline between vehicles; drivers and shunters must undertake the following safety actions.

Shunter

1. Indicate to the driver intention (hand signal or radio) to go between vehicles. 2. Wait 3. Enter the danger zone when advised it is safe to do so by the driver (hand signal or radio)

Driver – Diesel

1. Apply loco brakes 2. Control to Engine Only EO (X Class & 1600 class) or Gear selector to Neutral (V/VA Class) 3. Centre Reverser (X, V) 4. Advise shunter it is safe to enter danger Zone 5. Do not touch controls until advised by Shunter that they are in a Safe Place again.

Driver - Steam

1. Apply loco brakes 2. Throttle Shut 3. Centre Reverser in Mid Gear 4. Drain Cocks Open 5. Advise shunter it is safe to enter danger Zone 6. Do not touch controls until advised by Shunter that they are in a Safe Place again.

Coupling: 1. The proposed sequence of moves must be discussed with the locomotive crew and all

involved must be absolutely clear on the sequence to be followed. 2. All signals must be passed directly to the locomotive driver. 3. Bring the vehicles together until the buffers touch. 4. Connect the brake pipe, charge the brake system on all vehicles, then apply the brakes

fully, and uncouple the brake hoses between the vehicles to be coupled. 5. The shunter must stand clear of the train. 6. The driver is signalled to gently compress the buffers to allow the coupling to be dropped

on to the hook. 7. Once the buffers are compressed and the brakes are fully applied, the shunter may climb

between the vehicles to couple them by dropping the coupling on to the hook. 8. Couple the brake hoses and if air braked, open the brake taps. 9. The shunter must be clear of the train vehicles before any further train moves are made.

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Uncoupling:

1. The proposed sequence of moves must be discussed with the locomotive crew and all involved must be absolutely clear on the sequence to be followed.

2. All signals must be passed directly to the locomotive driver. 3. Apply the brakes fully, and uncouple the brake hoses between the vehicles to be

uncoupled. 4. The shunter must stand clear of the train. 5. The driver is signalled to gently compress the buffers to allow the coupling to be removed

from the hook. 6. Once the buffers are compressed and the brakes are fully applied, the shunter may climb

between the vehicles to uncouple them by lifting the coupling off the hook. The shunter must be clear of the train vehicles before any further train moves are made. 2. Centre-buffer (chopper) couplings: The two types of centre buffer couplings in use (ie single chopper (WA), and double chopper

(SA)) are not properly compatible and trains must be marshalled so as to minimise their use together. Vehicles coupled together by means of a double chopper coupling are to have both choppers utilised.

The pins of single chopper couplers must be located so as to bring the couplers as close together as possible. The coupling is to be attached to the Up end of the vehicle.

Transition pieces are available to couple centre buffer (chopper) couplers to Automatic

couplers. Chopper coupled vehicles must never be coupled to drawhook vehicles. 3. Automatic Couplers Where vehicles are equipped with both automatic couplers and side buffers, a transition link

coupling is fitted. Vehicles having automatic couplers only must never be coupled to drawhook vehicles.

The operation of automatic coupling is achieved by bringing the vehicles together at slow speed

after the couplings have been correctly aligned with either one or both knuckles in the open position, and with the transition coupling (where fitted), secured clear of the jaw.

The operation of uncoupling is performed by giving an upward pull on the uncoupling rod

handle when the couplers are not in tension, and the vehicles can then be drawn apart. To couple a vehicle fitted with a transition link to a drawhook vehicle, the transition head must

be locked into the coupler jaw with the coupler knuckle in the closed position. The coupling link is dropped over the drawhook after the vehicles are brought together. Where retractable side buffers are fitted to the transition coupler device, they must be secured in the extended position before bringing the vehicles together. On no account shall the transition coupling be used to move any vehicle if the transition head is not securely locked in position. When the transition link is not in use the coupling link must be hung on the hook provided and must not be allowed to swing free.

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4. Other When coupling vehicles and locomotives having electrical jumper cables, the couplings must

always be coupled up and properly adjusted before inserting the train jumper cables in their sockets. When uncoupling such vehicles, the train jumpers must be disconnected from both vehicles and properly stowed before the couplings are unfastened.

When coupling vehicles with corridor connections for passenger access, the concertinas must

only be connected or disconnected while the vehicles concerned are coupled up. The length of screw coupling in use in such cases must take account of the available movement in the corridor connection.

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PROCEDURE FOR CHANGE OF BRAKE SYSTEM

When it is necessary to utilise a locomotive operating the alternate brake system to that in use on the train earlier (ie add a vacuum braked locomotive to a train which has earlier been hauled by a air braked locomotive or vice versa), the following procedure shall be applied:

Once the locomotive has been coupled onto the train, the driver must charge the brake pipe to

the regulation air or vacuum pressure, and then commence a full train brake examination. When the driver makes the first pass of the train, all brake cylinders of the braking system

previously in use must be fully relieved of all air or vacuum pressure, before signalling to the driver to apply the brakes from the locomotive for the second pass.

Under no circumstances are the brakes to be applied or the train moved until all brake

cylinders of the previous braking system have been fully released.

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USE OF RADIO COMMUNICATIONS

Procedures for Usage

1. INTRODUCTION The Bellarine Railway has made available handheld radios which are to be used as follows;

End to end communications (Driver to Guard) Shunting (Shunter to Locomotive)

This procedure has been introduced for all operations personnel on the BR to ensure that a consistent and correct radio use protocol is followed. 2. PROTOCOLS

The following protocols must be adhered to when transmitting a standard radio message The person/loco/train you wish to speak to must be identified first The word ‘Over’ is used at the end of each message If the message is understood the word ‘Roger’ is used At the end of the transmission the word ‘Out’ is used The phrase ‘Over and Out’ is incorrect and is not to be used.

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3. STANDARD RADIO TERMS

Term Meaning

LOUD The signal is strong

CLEAR Every word has been understood

OVER The transmission is ended and a response is expected OUT The transmission is ended and a response is not expected

SAY AGAIN A request to repeat all of the last transmission

ROGER All of the last transmission was received and understood STANDBY or WAIT Wait for a reply to your last transmission

WILCO All of the last transmission was received and understood and I will undertake the requirements of that transmission

4. TRANSMITTING A STANDARD RADIO MESSAGE Using the Microphone

When you are transmitting a message, hold the radio or microphone about five centimetres from your mouth and at an angle of about 45 degrees. Do not speak directly into the microphone but rather talk across the microphone. This helps prevent distortion of the message. Due to the delay in the repeater system, you must get into the habit of pressing the microphone PTT switch, and pausing for 3 seconds before speaking. This practice avoids the first part of the conversation being chopped off. Transmitting a standard message There are five stages to transmitting a standard radio message. The following table and example outline the procedure.

Step Action

1 Offer the message

2 Establish the contact 3 Transmit the message

4 Await and receive the reply

5 Sign off

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Sending a Message

The following table describes the procedure for transmitting a message. Step Action

1 Make sure that there is no one already transmitting a message

2 Press the PTT switch pause for 2-3 seconds and then transmit your message first identifying the intended recipient

3 Speak slowly keeping the message precise. Avoid shouting

4 Release the PTT switch, and await a reply. If no reply is received after a 10-15 second wait then repeat the message.

5 Allow a 3 second pause between transmissions so emergency messages can be transmitted if necessary.

Example The following example is a transmission between a driver and a Guard

Step 1: Offer the message Driver of T251 calling Guard, over

Step 2: Establish the contact Guard receiving driver of T251, over.

Step 3:Transmit the message Driver T251 to Guard, we require to set back for another attempt at the hill. Guard to Driver T251 your right to set back

Step 4:Sign off Driver: Driver of T251, Roger and out

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5. SHUNTING BY RADIO

Shunting by radio is inherently safer than using hand/lamp signals, if the following simple rules are followed. Before starting: To ensure the safety of everyone involved in shunting activities, it is important to check the following before shunting starts.

Check all radios are working properly. Check that every one clearly understands the work to be done. Check that everyone agrees to the method of doing the work.

IMPORTANT RULE: During shunting moves, when the shunter is riding on a vehicle, the shunter must make transmissions every fifteen seconds to keep the locomotive driver informed of all movements. Eg: “T251, Keep coming back, 100 meters to go, over” When using the radio to control a shunting movement:-

It is the driver’s responsibility to acknowledge all shunting commands. This can be via radio or by a ‘pop’ on the whistle.

The movement must be stopped immediately if the driver does not receive a transmission within 20 seconds of the previous transmission

The shunting movement must not recommence until communication has been restored and all employees clearly understand the situation

The movement must be stopped and the situation clarified if there is any doubt about the safety of a shunting movement

Make sure only approved shunting commands are used

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Standard Shunting commands

Shunting commands are specific instructions given to the locomotive driver during shunting movement. To avoid confusion when shunting, standard commands are used. The table below lists the standard shunting commands and their meaning.

Command Meaning

STOP or RED LIGHT Stop all movements

MOVE TOWARDS Move towards the person giving the shunting command

MOVE TOWARDS SLOWLY Move slowly towards the person giving the shunting command MOVE AWAY Move away from the person giving the shunting command

MOVE AWAY SLOWLY Move away slowly from the person giving the shunting command

EASE UP Bunch the vehicles to uncouple or move slowly to couple to another vehicle

REDUCE SPEED Reduce the speed of the movement for safety, for example, if approaching a fixed signal at stop, stationary vehicles or the end of the track.

The following commands, reference to locomotive T251 are examples:

Stop Command by Radio T251 Stop

Move away command by Radio T251 move away

Move away slowly command by Radio T251 move away slowly

Move toward command by Radio T251 move towards me

Move slowly towards command by Radio T251 move slowly towards me

Ease up/ couple up command by Radio T251 ease up

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Shunting Distances

When giving the driver information about distances during shunting movement, standard measures must be used. This standard is the length of the locomotive involved in the shunting operation. For example: T251 Move back slowly

6 lengths to go…. 4 lengths to go …. 3 lengths to go …. 2 lengths to go ….reduce speed 1 length to go …… ease up Ease up ….. Ease up Stop

(Hint: The shunter should not release the PTT switch during the ease up/stop part of the movement, to avoid any part of the message being ‘chopped off’.)

6. EMERGENCY STOP In an emergency situation the repeated transmission of the word STOP or REDLIGHT not prefixed by a Locomotive or Train Number is an indication to all Drivers to immediately Stop and not proceed until the situation has been clarified and it is safe to do so. 7. SAFEWORKING MESSAGES

Radio can be used as a means of communication for safeworking when other established means such as fixed phone fail or do not exist. An example would be the sending of an ACRE message from Mannerim when it is open as a Intermediate Block Post. Safeworking messages must be sent in accordance with the Tourist Railway Rules and General Instructions.

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SHUNTING OF VEHICLES

GENERAL

All staff riding on vehicles must ensure that they have secure hand and foot holds at all

times.

Extreme care is to be taken when getting on and off vehicles. Vehicles must be stationary when getting on and off.

Contact must be maintained between loco crews and shunters at all times.

Loco crews must stop immediately if contact is lost with the shunter. No further movement is to be made until contact has been remade.

NO PERSON IS TO BE BETWEEN CLOSING VEHICLES, OR ANYWHERE WHERE THEY COULD BE STRUCK BY A

MOVING VEHICLE DURING SHUNTING OPERATIONS.

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SHUNTING OF NO.1A ROAD SHED QUEENSCLIFF RAILWAY WORKSHOPS The No.1A Road shed in the Queenscliff Railway Workshops is accessed by a track on a sharp gradient. Accordingly, the following procedure is to be adopted for the movement of vehicles in and out of the shed.

All workers within the shed and amenities block areas are to warned to remain clear.

Continuous Automatic Brake to be used in all circumstances were possible.

Where the Continuous Automatic Brake is unavailable, only one vehicle at a time shall be shunted either in or out of the shed, and the vehicles handbrake is to be manned and applied at all times.

Where both the Continuous Automatic Brake and handbrake are unavailable, suitable persons must be on hand to spragg wheels when needed.

In all instances, speed must not exceed 5km/h.

Vehicles entering the shed are to stop, firstly upon entering the compound area where couplings are to be checked, and then prior to the first vehicle entering the shed.

Before entering the shed, the security of the baulk at the end of the road is to be inspected.

Vehicles remaining within the shed must have handbrakes firmly applied, or spraggs fitted where necessary.

The rail tops outside the shed are to be checked prior to any movements, and sand applied if necessary.

SHUNTING TO NO.3 ROAD QUEENSCLIFF

The following instructions are to be observed when shunting vehicles into No.3 Road Queenscliff. This road is a dead end road fitted with a baulk which under normal circumstances will hold 9 passenger vehicles clear.

Automatic brake to be continuous throughout train.

More than one shunter to be used where train length means that driver cannot maintain a clear view of the shunter at all times.

Minimum possible number of vehicles are to be reversed into the road.

Driver to stop if clear view of shunter is not maintained at all times.

Shunters to position themselves in locations which will not be out of sight to the driver, especially when other vehicles are stored in No.2 road.

Drivers to not exceed a speed of 5km/h when shunting vehicles into the road, and be prepared to stop at any time at the direction of the shunter.

Firemen must assist the shunter, or assist the driver to view hand signals from the shunter.

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HASLER RT8 SPEED RECORDER

Speed recorder of the Hasler RT8 type are fitted to Steam Locomotives M6 and V1209, and to Diesel Locomotives VA1, V8, X3, X20 and 1604. Drivers are to observe the following procedures in relation to these speed recorders: On commencing duty, the driver is to ensure that the mechanisms wound, that the clock is set

to the correct time, and that there is sufficient chart available for the day’s running. Drivers shall endorse the chart for each locomotive under their control with locomotive

number, date, time, and location, odometer reading, and name, printed and signed. The same information is to be recorded when charts are changed.

Charts may be removed and examined under the direction of the Traffic Manager, and all used charts are to be forwarded to the Traffic Manager.

Speed recorders must not be improperly interfered with by engine crews. In the event of a derailment or collision, the chart is to be wound forward until all valid

markings are on the take-up spool and obscured from view. The chart is then to be cut, and the chart on the take-up spool removed. The driver is to note the appropriate details on the chart, and sign it, under witness of the senior person present at the scene (if required to attend). The chart is then to be secured by the senior person present, or the guard, and forwarded to the Traffic Manager, from where it may be used as evidence in any investigation.

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DAILY VEHICLE INSPECTION PROCEDURES 1. STEAM LOCOMOTIVES

This inspection is to be carried out by the driver, or an authorised train examiner prior to the locomotive being coupled to the train at the start of each day. Items below are to be visually inspected, and any faults noted and recorded on an Engine Repair Card to be submitted at the end of the day. Points noted on locomotive performance are also to be included on the locomotive repair card. The driver or train examiner may restrict the operation of the locomotive based on the daily inspection, and should consult with the Rollingstock Manager, Steam Locomotive Manager, or authorised rollingstock repairers before booking any locomotive out of service with a red card, or operating any locomotive with a defect that may affect safety. The driver or train examiner must certify that the examination has been completed by signing the appropriate section on the Daily Running Statement.

Boiler: Steam and water leaks Operation of injectors, safety valves, whistles, and other appliances where fitted Gauge glasses Firebox and brick arch Security of grates, ashpan, damper, and spark arresters, other fire prevention apparatus

Engine:

Wheels, tyres, axles, frames, and motion to be inspected in position Engine to be lubricated

Brake: Brake blocks, hangers, hanger brackets, brake shaft, brackets and studs, and all brake rigging

on both locomotive and tender (where fitted) to be inspected in position Brake piston travel Brake equipment to be tested for operating efficiency Air compressor / steam brake (where fitted) to be lubricated Brake reservoirs to be drained Retaining valves, release valves checked for correct operation Handbrake

General:

Height of cowcatcher (where fitted) Tender or tanks for leakage Operation of lighting system Sandboxes and sanding gear Running boards, handrails, steps, safety chains, piping checked for security. Speed recorder (where fitted); wind, check for sufficient chart length.

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2. CARS, VANS AND WAGONS This inspection is to be carried out by the driver and guard, or an authorised train examiner prior to the departure of the train at the start of each day. Items below are to be visually inspected, and any faults noted and recorded on a Vehicle Repair Card to be submitted at the end of the day. The driver or train examiner may restrict the operation of the vehicle based on the daily inspection, and should consult with the Rollingstock Manager, or authorised rollingstock repairers before booking any vehicle out of service with a red card, or operating any vehicle with a defect that may affect safety. The driver and guard or train examiner must certify that the examination has been completed by signing the appropriate sections on the Daily Running Statement. To be inspected by the driver (or train examiner) Running Gear Brake test in accordance with Appendix 2, Continuous Automatic Brake Instructions, of the

Tourist Railway Rules and General Instructions, 1997. Brake rigging, blocks, and pistons for security and normal travel Framing, bogies, axleboxes, wheels, and couplings To be inspected by the guard (or train examiner) Vehicle body, passenger vehicles

Test door locks of all outward opening doors Check for insecure floor coverings Test the water distribution system if fitted and ensure that tanks are filled Test the lighting and power systems if these are required Check for leaking roofs Check seats, windows, window latches, and fittings. Vehicle body, non-passenger vehicles (to be completed by the driver if no guard)

Check for damage to the body Check for leaking roofs Check the vehicle flooring See that all doors are secured and that the securing devices are in good order

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3. DIESEL LOCOMOTIVES AND RAILMOTORS

This inspection is to be carried out by the driver, or an authorised train examiner prior to the locomotive being coupled to the train at the start of each day, or prior to the first movement of a railmotor. Items below are to be visually inspected, and any faults noted and recorded on an Engine Repair Card to be submitted at the end of the day. Points noted on locomotive or railmotor performance are also to be included on the locomotive repair card. The driver or train examiner may restrict the operation of the locomotive or railmotor based on the daily inspection, and should consult with the Rollingstock Manager, Diesel Locomotive/Railmotor Manager, or authorised rollingstock repairers before booking any locomotive or railmotor out of service with a red card, or operating any locomotive or railmotor with a defect that may affect safety. The driver or train examiner must certify that the examination has been completed by signing the appropriate section on the Daily Running Statement. Guards of railmotors are to conduct the ‘cars’ exam for the railmotor, and sign this off on the running statement.

Engine: Engine oil level Turbo oil level (X class) Engine water level Fuel tank level Water, fuel, oil leaks Compressor/exhauster oil level Gear box oil level (V, VA, DP) Reversing box oil level (V, VA, DP) Hydraulic coupling oil level (V, VA, DP)

Brakes: Air reservoirs to be drained Brake blocks, hangers, hanger brackets, brake shafts, bracket sand studs, and all brake rigging Brake cylinder piston travel Brake equipment to be tested for operational efficiency Retaining and release valves to be tested for operation Handbrakes

Running Gear: Frames, springs, spring hangers, couplings, bogies, wheels, axles Height of cowcatcher/derailer bars Traction motor cables for broken/frayed insulation (X class)

General:

Whistle, sanding, lights, windscreen wipers, heaters Multiple unit connections and cables, brake and control air hoses (X, DP) Train to base radio (where fitted) Speed recorders, wind, check for sufficient chart length Alternate driving ends/sides for correct operation

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4. TROLLEYS, TRACK MACHINES AND HYRAILS

Before departure of any trolley, track machine, or hyrail onto a running line, the operator is to check the following: Frames, wheels ,axles, tyres Engine oil and water, hydraulic system oil Security of brake components Operation of brakes Radios / mobile telephone

Faults noted are to be logged on Vehicle Repair Cards. Vehicles with faults which may affect safety must not be used.

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SUPPLEMENTARY INSTRUCTIONS: TO APPENDIX FOUR OF THE TOURIST RAILWAY GENERAL INSTRUCTIONS

PILOTMAN WORKING

The following officials of the company have been authorised to implement Pilotman Working in the event of Staff Working being unavailable on any section. The authorisation to implement Pilotman Working may be transmitted by the officers named below by telephone to the signalman, and then copied to the Pilotman and the Signalman at the opposite end of the section.

Chris Schultz Mobile: 0418 150 782 Adam Sandry Mobile: 0422 578 191

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FIXED SIGNALS, YARD LIMITS, AND POINTS

Refer to current yard diagrams located on Stationmaster’s Office noticeboards. QUEENSCLIFF: (0.0km) Fixed Signals: Semaphore home signal at Up end of yard. Normal position is at stop. Signal lever is located on Queenscliff Platform.

The Down Home Arrival semaphore signal at Queenscliff can not be viewed from the operating lever.

A green/red colour light repeater is provided on the corner of the StationBuilding in view of the signal operating lever, and also in the cabinet at the points.

The repeater shows the actual indication exhibited by the signal arm.

Yard limits: Down Home Arrival Signal (Up end) to defined workshop area at Down (East) end. Workshop area extends to TR Board adjacent to Boat Ramp PCR. Trains from Workshop area must stop at TR board until called forward by the signalman (or shunter outside train operating times). This applies to Roads 1 Extension, 1A, and 2 Extension. Running Line Points: Plunger locked points connecting running road to No2 road at Up end. Locked for running line. Scotch Blocks: Scotch blocks are provided on Nos 2&3 roads in the Up end yard, and on Nos 1 road extension, 1A, and 2 road extension, in the Down end yard, to protect running lines from movement of stored vehicles. SWANBAY: (2.3km)

Passenger platform only; no provision for signals

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LAKER’S SIDING: (4.5km)

Fixed Signals: Up Home Arrival Semaphore (No2) (4.2km). Normal position is proceed when unattended. Down Home Arrival Two position colour light (No1) (5.0km). Normal position is proceed when unattended and Queenscliff-Drysdale Staff Section in use. Stop when Laker’s Siding open as a Staff Station. Signal levers are located adjacent to signalman’s hut. Yard Limits: Home arrival signals at either end. (Down 4.2km, Up 5.0km). Running Line Points: Plunger locked points at either end of loop, normally locked for No1 road. SUMA PARK: (6.3km) Passenger platform only; no provision for signals. MANNERIM: (10.5km)

Fixed Signals: Up and Down train Home Arrival Semaphore. Up train home signal interlocked. Calling on disc signal fitted for moves into siding. Plunger locked points for access to storage siding (facing for Up trains). WSa lever points at Up end of headshunt. Locking bar fitted. DRYSDALE: (16.3km) Fixed Signals: Up Home Arrival Semaphore (15.8km). Normal position is proceed when station unattended. Signal lever located on Station platform. Distant Semaphore (15.1km). Normal position at danger. Not connected to station. Yard Limits: Down end: Up Home Arrival Signal Up End: Baulk (16.46km). Running Line Points: Down End: 1/2 Road points plunger locked to No1 Road. Up end - points 1/2 roads, not locked. Points 2/3 road are bar-locked to No2 Road.

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DAILY TRACK INSPECTIONS

This inspection is carried out to the requirements of section 9 of the Tourist Railway Rules and General Instructions, 1997. The inspection must be carried out by an authorised track patroller (see Appendix 1), and must be conducted on foot, with a hyrail or trolley vehicle, or where these are unavailable, on any other single rail vehicle. The purpose of this inspection is to determine as reliably as possible the serviceability of the tracks and structures intended for use by trains on the day concerned. Train Running Inspections must be carried out prior to the first train on every day a passenger carrying train is to run, and every third day where only non-passenger carrying trains are to run. Specific track items for detection are: a) Broken rail b) Broken fishplate c) Broken/loose track bolts d) Loose rails/joints e) Excess variations in gauge and cant f) Poor sections of sleepering, dogspiking, and surface conditions, particularly where changes in condition are evident. All faults noted in the above categories must be recorded, and their location accurately described or marked. Points and Crossings: All points and crossings that the train or locomotive will traverse shall be inspected to ensure that all locking devices are functioning and secure. Checks should also be made on the tightness of the various fastenings, and for signs of wear. Foul Items: The patrolman shall be alert for objects including tree branches and shrubs that foul vehicle clearances and could interfere with train operations. Where possible these should be removed by the patrolman. PCRs: The Patrolman shall ensure that the flange ways on all PCRs (particularly those with gravel surfaces) are free from stones and dirt that could affect the passage of trains, and also the patrol vehicle. The crossing protection signs shall also be checked. Track Formation and Drainage: Attention shall be paid to the formation, and in particular around culverts where rabbit activity may lead to subsidence. Impediments to drainage should be cleared or noted.

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Signal Equipment: The Patrolman shall note any obstruction that affects the operation or visibility of signals, and operation of signal wires, mechanisms, and equipment. Lineside Signs: All whistle boards, warning, speed, and curve boards or others shall be checked. Signs are to be checked for damage and poor visibility. Platforms Platform surfaces shall be checked for areas which could present a danger to passengers. Coping timbers shall be checked for evidence of fouling. Trestle Bridge An inspection shall be made of the bridge to check for signs of moving timbers, loose bolts, erosion, ballast missing from track, or other faults. Action to be taken by Patrolman: The Patrolman must assess the severity of noted track faults. If the patrolman considers immediate repairs are necessary to ensure the safety of trains at the maximum permissible speed for the section, these must be undertaken, or actions taken to reduce the speed of trains, or prevent the movement of trains. This is achieved through the issue of an Infrastructure Restriction Notice, which may be issued prior to the establishment of speed restriction boards.

SPECIAL INSPECTIONS Special track inspections may be ordered at any time by the Way and Works Manager or Ganger. These would normally be in response to extreme weather conditions producing the possibility of heat buckles, washaways, destabilised embankments, bridge damage, or obstructions over the line.

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FIRE DANGER PERIOD During CFA declared fire danger periods, the following procedure is to be implemented: 1. BURNING OFF

Must only be carried out in accordance with a written permit obtained from the Fire Prevention Officer of the Borough of Queenscliff. Substantial fines could apply if this regulation is not observed. 2. WELDING, GRINDING, GAS CUTTING, Etc.

If any such work is to be performed outside of the workshop building, a fire resistant shield must be erected to stop sparks, and a fire proof container used for cut-offs and butts. An area of 1.5 metres around the work must be kept clear of all flammable material, or kept wetted down. Sufficient water must be on hand in case of fire (either from a tap or extinguisher/knapsack spray containing at least 9 litres of water). On days of Total Fire Ban, such work is not permitted in most cases. In an emergency, a special permit may be issued by the CFA Regional Officer. 3. TRACTORS, SLASHERS, CHAIN SAWS, Etc.

Any such machinery must have an Australian Standards Association approved spark arrester, and be free of mechanical defects which could start a fire. Sufficient water must be on hand. Tractors and other similar vehicles must carry a knapsack or water extinguisher charged with at least 9 litres of water. On days of Total Fire Ban, work using such machinery should be postponed if at all possible, as the risk of starting fires is extremely high.

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4. OPERATION OF TRAINS AND FIRE PATROLS

Trains and trolleys(including hyrail vehicles) on the railway line should be regarded as heat engines operating in proximity to vegetation, and therefore should be dealt with similarly to other machinery as outlined in (3.) above, i.e., have a spark arrester, be free from mechanical defects that could start a fire, and carry a knapsack or water extinguisher charged with at least 9 litres of water. Crews must ensure that the spark arrester and ash pan openings of their steam locomotives are free from defects likely to cause fire, and that they are securely fixed in place or closed as required.

Steam locomotives must not operate on days of Total Fire Ban declared for Region Seven. If a steam locomotive is in service at the time when a Total Fire Ban comes into force, it may continue in traffic only to the nearest station, where the fire should be withdrawn and doused. It may also be deemed prudent at other times of extreme fire danger to curtail the operation of steam trains, particularly between Laker’s Siding and Drysdale. A fire patrol track machine should operate in accordance with Appendix 1 of the Tourist Railway Rules and General Instructions, except where: rain has fallen within the previous 12 hours the temperature is below 24C and not expected to go above that, and a very strong wind is not

blowing from any direction. The Way and Works Manager in consultation with the Traffic Manager will make the final decision on the necessity for the operation of a fire patrol for a given train.

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OPERATION OF HYRAIL ROAD-RAIL VEHICLES, AND SELF-PROPELLED TRACK MACHINES

Hyrail Road-Rail Vehicles, and self-propelled track machines are permitted to operate on the railway under the following conditions. During Train Running Periods: Signalled as a train, with a minimum crew of two persons, at least one of whom shall be safeworking qualified. Outside Train Running Periods: May operate as a works trolley under the direction of the Way and Works Manager, in accordance with instruction 9.5 of the Tourist Railway Rules and General Instructions, 1997. Minimum crewing shall be one person, authorised as a trolley driver. An operating radio must be carried at all times. Maximum Speeds: 40km/h, except where running as a trolley, and visibility precludes stopping in the sight distance ahead. Other exceptions are 10km/h over facing points and over bridges. Authorised Vehicles: The following road/rail vehicles are authorised to operate:

No. 1 Toyota Dyna (white) No. 2 Mazda T3500

The following self-propelled track machines are authorised to operate:

Scarifier (foot brakes, handbrake fitted) Tamper (hydraulic brakes, handbrake fitted)

Extractor Small (hydraulic brakes through drive motor, no handbrake) Tie Crane (hydraulic automatic brakes, foot brake ) Extractor Large (hydraulic brakes through drive motor, no handbrake)

Dog spike puller (hydraulic automatic brakes)

WG29 – trolley (hand applied brakes fitted) T122 – trolley (hand applied brakes fitted)

Towing points are fitted to all vehicles to facilitate towing by hyrail vehicles in the event of

failure. Trolley solid link couplings only are to be used. Under no circumstances are trolleys and track machines to carry members of the public.

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OPERATION OF GPS SPEED INDICATOR AND RECORDER

A Global Positioning System based digital readout speed indicator and recorder has been purchased for use on the Bellarine Railway. It is intended that this equipment will be used for locomotives and Railcars not fitted with Hasler Speed Recorder equipment. The following are instructions on how to use the unit. Insert 2 batteries from charger. The on/off button is located on the top right hand side of the unit. Press and hold until the screen lights up. Once it has powered up use the scroll button in the middle to select the ‘Dashboard’ symbol. Once it has been highlighted push the top of the centre button. To turn the unit off press the on/off button and hold until the shutdown screen appears. It will count down and turn off. Remove batteries and place back in charger. The unit is capable of being connected to a computer to have the speeds downloaded in the case of an incident.

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OPERATION OF HJS OPEN WAGONS FOR CARRIAGE OF PASSENGERS Wagons HJS 22744 and HJS 23048 are authorised to carry passengers subject to the following conditions.

Limited to HJS 22744 and 23048 continuous air-braked wagons only Fixed seating permanently secured to wagon floor, maximum capacity 40 persons per

wagon Entry doorways fitted to eliminate platform gap Train Crewing as per passenger train Air brakes must be continuous as per passenger train operation, with emergency brake tap

accessible to Guard Operation within station yard limits only protected by Home signals, and yard fencing in

place where required for crowd management Must not operate over road level crossings Must not operate through unlocked facing points Maximum speed of operation 10kph Safety briefing to passengers requiring them to remain seated while the wagons are in

motion

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