WTT NETWORK CONFIGURATION SYSTEM … MAY NOT BE UP Document Number: L1-CHE-MAN-011 Document Name: WTT Network Configuration - System Requirements Approving Managers: Chief Engineer

WTT NETWORK CONFIGURATION

SYSTEM REQUIREMENTS

(L1-CHE-MAN-011)

Document Number: L1-CHE-MAN-011 Document Name: WTT Network Configuration - System Requirements

Approving Managers: Chief Engineer Effective Date: 31/03/2017

PRINTOUT MAY NOT BE UP-TO-DATE; REFER TO METRO INTRANET FOR THE LATEST VERSION [NC 1] Page 2 of 18

Table of Contents

[NC 1] SYSTEM REQUIREMENTS......................................................................................................................... 4

1.1 PURPOSE .................................................................................................................................................... 4

1.2 SCOPE ......................................................................................................................................................... 4

1.3 RESPONSIBILITY ........................................................................................................................................ 4

1.4 DOCUMENT MANAGEMENT ...................................................................................................................... 4

1.5 TRAIN SPEEDS ........................................................................................................................................... 5

1.5.1 Maximum authorised speed of trains .............................................................................................. 5

1.5.2 Heat related speed restrictions (WOLO) ......................................................................................... 5

1.5.3 Maximum speed of freight trains when the forecast temperature exceeds 37oC ........................... 6

1.5.4 Special speeds ................................................................................................................................ 6

1.5.4.1 Curve speed boards ........................................................................................................ 6

1.5.4.2 Speed boards .................................................................................................................. 6

1.5.4.3 Tramway square boards .................................................................................................. 6

1.5.4.4 Diverge speed boards ..................................................................................................... 6

1.5.5 Arriving at a terminal location .......................................................................................................... 7

1.5.6 Special speed restrictions ............................................................................................................... 7

1.6 VEHICLE AXLE LOADING LIMITS .............................................................................................................. 8

1.6.1 Line categories for vehicle weights ................................................................................................. 8

1.6.2 Freight vehicles ............................................................................................................................... 8

1.6.3 Permissible overload provisions ..................................................................................................... 8

1.7 RULING GRADE LOADS ............................................................................................................................. 9

1.7.1 Double headed loads ...................................................................................................................... 9

1.7.2 Multiple unit loads ........................................................................................................................... 9

1.7.3 Rated speed for maximum locomotive tractive effort...................................................................... 9

1.7.4 Permissible overloading of freight trains ....................................................................................... 10

1.8 VEHICLE LOADING PROFILES ................................................................................................................ 11

1.8.1 Maximum authorised loading outlines .......................................................................................... 11

1.8.2 Maximum loading outline .............................................................................................................. 11

1.8.3 Out of gauge loading ..................................................................................................................... 12

1.8.4 Maximum loading profile for container traffic ................................................................................ 12

1.8.5 Permissible over height container traffic ....................................................................................... 12

1.8.5.1 3000mm (9’ 10’’) containers .......................................................................................... 12

1.9 COMMUNICATIONS .................................................................................................................................. 12

1.9.1 Recorded telephone services ....................................................................................................... 12

1.9.2 Train communications equipment ................................................................................................. 12

1.9.2.1 Locomotives or DMU’s .................................................................................................. 12

1.9.2.2 EMU’s ............................................................................................................................ 13

1.9.2.3 Special circumstances ................................................................................................... 13

1.9.3 Track machines communications equipment ................................................................................ 13

1.10 DANGEROUS GOODS .............................................................................................................................. 13

1.11 MAXIMUM AUTHORISED LENGTH OF TRAINS ..................................................................................... 14

1.12 VIGILANCE CONTROL EQUIPMENT ON LOCOMOTIVES ..................................................................... 14




1.13 HERITAGE ROLLING STOCK ................................................................................................................... 15

1.13.1 Maximum authorised speed of heritage rolling stock.................................................................... 15

1.13.2 Heritage rolling stock ruling grades............................................................................................... 16

1.14 SYSTEM REQUIREMENTS - CIRCULAR RECORD INDEX .................................................................... 17

1.15 WTT NETWORK CONFIGURATION FEEDBACK FORM [L4-CHE-FOR-062] ......................................... 18

List of Figures

Figure 1 – WTT Network Configuration – Document Management – [System Requirements] .................................... 4




[NC 1] SYSTEM REQUIREMENTS

1.1 PURPOSE

The WTT Network Configuration – System Requirements documents the static or fixed operational configuration of the Melbourne metropolitan trains network including train speeds, axle loads, train loads, communications and heritage rolling stock requirements.

The purpose of this document is to provide regulation of generic network wide operational requirements.

1.2 SCOPE

The WTT Network Configuration documents are applicable to Metro trains operator, V/Line trains operator, Public Transport Victoria, Third Party organisations and contractors that use the Melbourne metropolitan trains network as defined under the Melbourne Metropolitan Train Franchise agreement.

1.3 RESPONSIBILITY

Refer to L1-CHE-MAN-010 Table 1 - Responsibility Matrix for WTT Network Configuration for the department representative responsible for the Metro operational system requirements.

1.4 DOCUMENT MANAGEMENT

Where a separate procedure is referenced, the contents of that procedure shall take precedence over this document.

WTT Network Configuration - System Requirements is one of the eight documents forming the WTT Network Configuration suite as highlighted below.

For more information refer to L1-CHE-MAN-010 Figure 1 – WTT Network Configuration Control Process Map.

Figure 1 – WTT Network Configuration – Document Management – [System Requirements]




1.5 TRAIN SPEEDS

1.5.1 Maximum authorised speed of trains

For individual line section speeds refer to the Line Speeds document (L1-CHE-MAN-014).

The maximum authorised speed of a train is the speed specified for the line section, type of train and class of locomotive or EMU contained in the Line Speeds document of the WTT Network Configuration.

For multiple locomotive trains, the lowest speed specified for any one locomotive in the train consist shall be used.

This maximum authorised speed shall be reduced by any of the following qualifications:

1. Lowest maximum vehicle speed – Before commencing any journey or at any other location where the consist of the train is altered, the Driver must confer with the Second Person or Trainee Driver (where applicable) to identify the vehicle (including locomotives) with the lowest maximum permitted speed. Refer to Metro Rolling Stock (L1-CHE-MAN-016) and Third Party Rolling Stock (L1-CHE-MAN-017) data. Locomotives and rolling stock listed in the above documents are authorised to operate on the network. Approval for new, reclassified or altered locomotives or rolling stock to operate on the Melbourne metropolitan trains network must be registered and approved via either an Engineering Change for Metro rolling stock or the Third Party Rolling Stock Registration procedure (L1-CHE-PRO-006) prior to operation.

2. Signals – The provisions of Section 2 of the Book of Rules and Operating Procedures 1994.

3. Special speeds – As specified in Section 1.5.4 – Special Speed.

4. Temporary speed restrictions – As specified in the Weekly Operational Notice, ‘TS’ circulars and as

displayed beside the track.

5. The provisions of the Book of Rules and Operating Procedures, Pages 10-7 and 10-8.

1.5.2 Heat related speed restrictions (WOLO)

WOLO Speed Restrictions are applied due to the increased internal rail stresses imposed by the higher temperatures on the network tracks.

For any day when the AMBIENT temperature is predicted to reach 38°C or above, a WOLO

advice notification is distributed the night prior.

The WOLO speed restriction is triggered when the rail temperature approaches 55°C. Temporary reduction in the speed of trains will apply until the Track Delivery Manager initiates cancellation of the WOLO.

There will be two different types of WOLO boards that will be displayed at specific locations around the network. The WOLO 70 and WOLO 80 boards will be used as a visual cue to the drivers that WOLO is in force for the line ahead.

The boards have been placed at most terminating points and mid-section turn back locations.

Where the temperature forecast exceeds the WOLO threshold on successive days a WOLO Temporary Speed Restriction (L4-TRK-FOR-078) form is to be submitted for each day.

For the complete WOLO procedure, see Network Heat Related Speed Restrictions (L0-SQE-PRO-051).




1.5.3 Maximum speed of freight trains when the forecast temperature exceeds 37oC

The following speed restrictions shall apply to all Goods Trains with more than Fifty (50) bogie vehicles (Grain trains excepted) between the hours of 11 00 and 20 00 on days when the forecast temperature is more than 37

oC.

1. Maximum speed 70 km/h.

2. Speed on curves indicating a speed of 80 km/h or less must be further reduced by 10 km/h.

1.5.4 Special speeds

1.5.4.1 Curve speed boards

Every curve (except those within crossing work) with a geometry requiring the maximum speed to be reduced below the maximum authorised for any train is indicated by a Curve Speed Board (see diagram at left). The number shown on the Curve Speed Board indicates in kilometres per hour the maximum speed allowed when travelling around the curve. The train shall not accelerate until the entire train is clear of the curve. The Curve Speed Boards are located on the left-hand side of the track facing the driver and points towards the direction of the curve.

1.5.4.2 Speed boards

40 At particular locations, a speed board (see diagram at left) may be placed on the line at a suitable distance before reaching the next fixed signal. This indicates that the train speed shall be promptly reduced to not more than the figure in kilometres per hour shown on the board until sighting the next fixed signal. The train shall then proceed according to the aspect displayed on the next fixed signal.

The letter prefixes above the number displayed indicates to which type of train the speed restriction applies to:

G – Applies for Freight Trains with vehicles in the consist with a last letter classification of ‘A’ or ‘Z’.

F – Applies for Freight Trains that have NO vehicles in the consist with a last letter classification of ‘A’ or ‘Z’.

P – Applies for Passenger trains.

G

70

F

70

P

70

1.5.4.3 Tramway square boards

TRAM SQUARE AHEAD

10

TRAM SQUARE

10

END TRAM

SQUARE

3 CAR ONLY

END TRAM

SQUARE

Advance Warning Sign

Speed Restriction

Sign

Clearance Sign (3 Car)

Clearance Sign

1.5.4.4 Diverge speed boards

DIVERGE SPEED

25

At particular locations, a 25 km/h diverge speed board (see diagram) may be placed on the left hand side of the line at a suitable distance before the turnout. The board is provided where the maximum speed through a turnout is 25 km/h. The speed restriction applies until the entire train has cleared the turnout.

65




1.5.5 Arriving at a terminal location

When arriving at a Terminal Location, the speed of the train shall not be travelling at more than 25 km/h when the train reaches the near end of the platform.

Definition: TERMINAL – A dead-end platform, i.e. South Morang, Glen Waverley, Alamein, Belgrave, Cranbourne, Sandringham, Williamstown and Flemington Racecourse. It also includes where a train is required to terminate in the Back platform, e.g. Macleod, Cheltenham and Frankston.

1.5.6 Special speed restrictions

The speed of locomotives and trains operating through all stations, crossing loops, junctions or junctions on through running lines shall be:

DESCRIPTION MAXIMUM SPEED KM/H

Over facing points held by hand 15

All locomotives or train movements to or from siding roads and within sidings shall be deemed to be shunting operations, i.e. maximum speed when running on, to or from non-through running lines (siding).

15

Over facing points worked from an interlocking or otherwise securely fastened, or over trailing points:

i. When running to or from (other through running) lines diverging from the straight track 40

ii. When running on the straight track Line Speed for train type

(Except where otherwise specified in the Line Speeds document (L1-CHE-MAN-014) or restricted by crossing work diverging movement speed boards).

OTHER SPECIAL SPEED RESTRICTIONS MAXIMUM SPEED KM/H

Inside all maintenance buildings 5

Craigieburn Wash 5

Epping Wash 4

North Melbourne Wash 5

Pushing trains

When passing around any curve of less than 180 metres radius 10

On running lines 15

Single line working

Over points which become facing points, when the traffic of a double line is being worked over a single line

15

Light locomotives (Single or multi – unit)

A class diesel electric 100

N class diesel electric 100

S class (hostler’s end leading), X class (Nos. 45 to 52 inclusive, long-end leading, XR (No. 2 end leading), GM (No. 2 end leading).

50

All light locomotives except for the above classes 100

Y class steam locomotive (funnel first) 60

Y class diesel electric 65 #

Y class diesel electric (upgraded) 100 #

All steam locomotives (tender first) 50

All steam locomotives (funnel first) except for Y class 80

Note # Upgraded Y class locomotives, as shown in the WTT Network Configuration (L1-CHE-MAN-016 or L1-CHE-MAN-017)




1.6 VEHICLE AXLE LOADING LIMITS

1.6.1 Line categories for vehicle weights

Category 1: Diesel locomotives shall be limited to a maximum axle load weight of 23 tonnes and a gross weight of 130 tonnes. This includes the following diesel locomotive classes: G, XR, XRB, N, A, S, X, B, P, T, and H.

Steam locomotives allowed to run include the following classes: R, A², J, D³, K and Y. The gross weight of wagons

shall be 80 tonnes maximum with 20-tonne maximum axle weights.

Category 2: Diesel locomotives shall be limited to a maximum axle load weight of 20 tonnes and a gross weight of 80 tonnes. This includes the following diesel locomotive classes: P, T, and H. Steam locomotives allowed to run

include the following classes: D³, K, and Y. The gross weight of wagons shall be 80 tonnes maximum with 20-

tonne maximum axle weights.

1.6.2 Freight vehicles

The mass per freight vehicle on the network SHALL NOT EXCEED 76 tonnes gross unless otherwise published.

The axle load of articulated freight vehicles SHALL NOT EXCEED 19 tonnes gross.

This maximum authorised gross mass per freight vehicle or gross axle load limit as applicable may be exceeded on the Melbourne metropolitan trains network only in accordance with the Permissible Overload Provisions specified in the following section.

The maximum authorised gross mass of an individual freight vehicle specified in Metro Rolling Stock document (L1-CHE-MAN-016) or Third Party Rolling Stock document (L1-CHE-MAN-017) shall apply where it is less than 76 tonnes gross. (Gross Mass = Mass Tare Mass + Nominal Carrying Capacity).

1.6.3 Permissible overload provisions

Freight vehicles may be overloaded up to 80 tonnes gross (or up to 20 tonnes gross axle loads where appropriate) on the Melbourne metropolitan trains network providing:

1. The freight vehicle is authorised to be loaded up to 80 tonnes gross. (Refer to Remarks / Restrictions column of particulars of bogie freight vehicles in the Metro Rolling Stock document (L1-CHE-MAN-016) or Third Party Rolling Stock document (L1-CHE-MAN-017) for vehicles authorised for overloading).

2. The train speed is restricted to a maximum of 80 km/h (subject to any lesser speed restrictions).

3. The freight vehicle shall only be operated over corridors authorised for 80 tonnes gross operation.

Exceptions:

The mass per vehicle on the Qube Maryvale freight service operating on the Melbourne metropolitan train network between Melbourne Yard and Pakenham using approved SQEF class low deck wagons SHALL NOT EXCEED 88 tonnes gross or an axle load of 22 tonnes and is restricted to a maximum speed of 80 km/h (subject to any lesser speed restrictions).

The mass per freight vehicle for trains running on the South line only and Single line sections between Pakenham and Maryvale Exchange Siding using approved SQEF class low deck wagons, SHALL NOT EXCEED 88 tonnes gross or an axle load of 22 tonnes and is restricted to a maximum speed of 80 km/h (subject to any lesser speed restrictions).

The mass per freight vehicle for trains running on the North Line only between Pakenham and Maryvale Exchange Siding using approved SQEF class low deck wagons, SHALL NOT EXCEED 84 tonnes gross or an axle load of 21 tonnes and is restricted to a maximum speed of 60 km/h (subject to any lesser speed restrictions).




1.7 RULING GRADE LOADS

1.7.1 Double headed loads

The load, which may be hauled by two locomotives, is the combined load of the locomotives employed subject to the maximum load and vehicles limit shown, and to any compensation for multiple unit operation of certain locomotive types.

1.7.2 Multiple unit loads

The ruling grade load tables shown in the Ruling Grade Loads document (L1-CHE-MAN-015) include compensated loads for some locomotive classes in multiple unit working. The classes of locomotive which have loads for both single and multiple unit working are the A, H, P, T and Y classes. The B, G, GM, N, S, X and XR class locomotive retain one load for both single and multiple unit working.

Multiple unit compensation is necessary because of the different operating characteristics of each class of locomotive. Each class of locomotive has a rated speed at which it develops its maximum tractive effort. These speeds differ but basically they can be put into three groups as follows.

1.7.3 Rated speed for maximum locomotive tractive effort

GROUP 1 GROUP 2 GROUP 3

A 23.5 km/h G 19.5 km/h H 14.0 km/h

C 24.5 km/h N 19.5 km/h P 14.5 km/h

S 19.5 km/h T 13.0 km/h

B 18.0 km/h Y 15.0 km/h

GM 20.0 km/h

XR 20.0 km/h

81 19.5 km/h

BL 19.5 km/h

EL 20.0 km/h

DL 19.5 km/h

X 20.0 km/h

For example, when an A class and a T class are coupled in multiple unit, there is a difference of 10.5 km/h in their rated speeds. A T class locomotive cannot develop as much tractive effort at a speed of 23.5 km/h when the A class develops its maximum tractive effort, as it can at 13.0 km/h. Therefore if their solo loads were added together, there would not be sufficient effort and the train would become overloaded. The multiple unit loads take this into account and reduce the combined ruling grade load so that train overloading does not occur.

The two columns are then applied as follows:

T OR P SOLO OR MULTI WITH H, P, T OR Y CLASSES T OR P MULTI WITH OTHER CLASSES

Use when a T or P class is solo or when in a multiple unit consist of H, P, T or Y class only

Use when a T or P class is in a multiple unit consist which includes any locomotives which is not a H, P, T or Y class

EXAMPLES: LOCOMOTIVE(S) LOADS TO USE

T T (solo)

T + Y T (solo) + Y (solo)

A + T A (mu) + T (mu)

N + T + H N + T (mu) + H (mu)

N + X N + X

S + B + T S + B + T (mu)

NOTE In a number of sections it will be found that the solo load and the multiple unit load are the same. This is because sectional loads have not yet been revised.




1.7.4 Permissible overloading of freight trains

The schedule loads specified for freight trains may be exceeded by the following authorised overloads:

LOCOMOTIVES PERMITTED OVERLOAD

Train hauled by A, B, G, GM, N, S, X, XR class locomotives 25 tonnes

Train hauled by H, P, T, Y class locomotives 15 tonnes

A train being hauled by locomotives working in multiple is authorised to have an overload not exceeding that allowed to the least powerful locomotive in the consist.

EXAMPLES: LOCOMOTIVES IN MULTIPLE PERMITTED OVERLOAD

Train hauled by T and X class locomotives 15 tonnes

Train hauled B, S and Y class locomotives 15 tonnes

Train hauled B and X class locomotives 25 tonnes

Where a train is hauled by two or more locomotives of the same class, the authorised overload will be the sum of the overload for each locomotive.

EXAMPLES: LOCOMOTIVES IN MULTIPLE PERMITTED OVERLOAD

Train hauled by A and A class locomotives 50 tonnes

Train hauled by T and T class locomotives 30 tonnes

Train hauled by Y, Y and Y class locomotives 45 tonnes




1.8 VEHICLE LOADING PROFILES

1.8.1 Maximum authorised loading outlines

The loading of all vehicles operating within the Melbourne metropolitan trains network, or passing through the network to or from other systems, shall be:

1. Enclosed entirely within the confines of an approved vehicle.

2. Secured within the dimension of the Maximum Loading Outline, including all lashings, chains and other equipment used to secure the load. (Refer to Maximum Loading for Container Traffic).

3. Enclosed entirely within the confines of authorised container traffic. (Refer to Maximum Loading for Container Traffic).

Any loading exceeding the above limits shall be treated as ‘Out of Gauge’ loading in accordance with the Out Of Gauge Loading provisions.

1.8.2 Maximum loading outline

The maximum load outline for all rail traffic operating on the Melbourne metropolitan trains network is shown below:

900

2350

2975

2870

33

0

12

20

27

50

37

10

42

70

Loading up to 1220 above rail level must be adequately

restrained so that it cannot be displaced laterally.

Rail Level

Loadin

g O

utlin

e

NOTE: All dimensions in millimetres.

NOTE 1: The loading outline is based on freight rolling stock built with maximum dimensions not exceeding 22850

mm in length; 2970 mm in width; and 16150 mm bogie centres.

NOTE 2: The full lines indicate the limit of movable loading and dotted lines the limits of movable loading placed

and conveyed on special low wagons.

NOTE 3: Loading shall not project more than 155 mm over the wagon at each end.

NOTE 4: All lashings, chains and other equipment used for securing movable loading for conveyance shall be

within this ‘Maximum Loading Outline’.




1.8.3 Out of gauge loading

All special or unusual loading to be conveyed over the network under special conditions shall have the prior approval of the Head of Operational Planning.

1.8.4 Maximum loading profile for container traffic

The maximum authorised loading for container traffic operating at line speed (subject to any lesser speed restriction) throughout the Melbourne metropolitan trains network shall be restricted to either:

1. Containers not wider than 2440mm and total height above rail of the deck plus container not higher than 3870mm.

2. Containers not wider than 2502mm and total height above rail of the deck plus container not higher than 3835mm.

This maximum authorised loading profile for container traffic shall only be exceeded in accordance with the Permissible Over Height Container Traffic provisions specified in the following section.

1.8.5 Permissible over height container traffic

1.8.5.1 3000mm (9’ 10’’) containers

3000mm (9’ 10’’) containers are only permitted to operate on the Melbourne metropolitan trains network between Melbourne Yard and Pakenham on the Qube Maryvale freight service and shall be restricted to containers not wider than 2502mm and total height above rail of the deck plus container not higher than 4022mm.

1.9 COMMUNICATIONS

1.9.1 Recorded telephone services

In addition to Metrol, a number of Signalling locations are provided with voice recording facilities for both telephone and local radio services.

Any communications with the Signallers that relate to train running or safeworking matters shall be conducted via a recorded service at locations where these facilities are provided.

When a telephone or radio call is received via a non-recorded service that relates to a train running or safeworking matter, the Signaller receiving that call shall immediately advise the caller of the recorded number or radio channel for that location and arrange for that call to be re-established on a recorded service.

1.9.2 Train communications equipment

NO LOCOMOTIVE OR DMU OR EMU IS PERMITTED TO OPERATE AS A LEAD UNIT OVER ANY PORTION OF THE NETWORK UNLESS THE REQUIRED COMMUNICATIONS EQUIPMENT IS FITTED AND OPERATIONAL.

Mobile telephone communication shall not be utilised for trains operating on running lines unless specially authorised by the Head of Operational Planning.

1.9.2.1 Locomotives or DMU’s

All locomotives or DMU’s operating as lead units on running lines within the Melbourne metropolitan trains network shall be fitted with approved communications equipment.

The equipment on locomotives or DMU’s will comprise of the following:

Local train radio,

Train to Base Radio (NUTR currently being replaced).

OR

ICE radio, either RRCN or NTCS capable including local train radio functionality.




ICE = IN CAB EQUIPMENT – defined by the ARTC NTCS service (for Standard Gauge) or defined by the V/Line RRCN service (for Broad Gauge). This is the replacement of the NUTR (Non Urban Train Radio) train to base equipment.

1.9.2.2 EMU’s

The equipment on EMU’s will comprise of the following:

Digital Train Radio System (DTRS) radio including local train radio functionality.

Note: Signal boxes are supplied with desktop portable DTRS radios and some signal boxes may also have a local train radio.

1.9.2.3 Special circumstances

Under special circumstances when authorised by the Head of Operational Planning, portable radio equipment may be utilised.

Except in cases of emergency, application for authority to utilise portable equipment shall be forwarded to the Head of Operational Planning at least 14 days prior to the operation of the special train.

The use of hand held end to end local units is authorised on the following rolling stock:

Current Victorian Historical Locomotives (including Steam locomotives).

1.9.3 Track machines communications equipment

Mobile telephone communication shall not be utilised for track machines / track vehicles operating on running lines unless specially authorised by the Head of Operational Planning.

When operating individually on running lines within the Melbourne metropolitan trains network all track machines shall have an operating DTRS radio for contact with Metrol (Metropolitan Train Control Centre).

The equipment on track machines / track vehicles when travelling through the network will comprise of the following:

Portable DTRS (Digital Train Radio System) radio, or

Fixed DTRS (Digital Train Radio System) radio.

When track machines travel in convoy the leading track machine shall have the DTRS radio.

When there are in excess of four (4) track machines travelling in convoy, as well as the Competent Person travelling on the leading track machine, an additional Competent Person shall accompany the trailing track machine and there shall be radio communication between the Competent Persons on the leading and trailing track machines.

A Competent Person is defined as a person who holds a current “On Track Maintenance Machine Competent Person’s Certificate”.

1.10 DANGEROUS GOODS

There is a legal requirement to declare all dangerous goods. The train operator accepting the dangerous goods consignment shall therefore ensure that the proper documentation accompanies each and every dangerous goods consignment.

The dangerous goods documentation shall, on receipt be faxed to Metro Network Planning Section (Fax: 9619 4625) and Metrol (Fax: 9610 7225) and the destination location before the original papers are placed in the dangerous goods bag for the train crew. (30 minutes prior to departing the origin).

The train manifest will readily identify all dangerous goods wagons/containers in the train consist by displaying the class risk in the DG field against the wagon concerned. However, for the more specific details such as UN Number or Class Description, the crew must refer to the contents of the dangerous goods bag.




1.11 MAXIMUM AUTHORISED LENGTH OF TRAINS

Unless special authority is given by the Head of Operational Planning, no train shall exceed 1200 metres (including locomotives) in length. Any number of vehicles may be attached to trains provided that the length limit is not exceeded. Where possible, vehicles fitted with ITV brake valves shall be marshalled in the leading 800-metre portion of any train consist. Where this is not practical, the driver must make a minimum 100 kPa brake pipe reduction for all applications to ensure satisfactory release of brakes.

The following exceptions apply:

1. Block grain trains shall operate with train lengths not exceeding 900 metres, (including locomotives).

2. Any train consisting of empty passenger carriages only may convey a maximum of 30 passenger vehicles, subject to a maximum load of 915 tonnes.

1.12 VIGILANCE CONTROL EQUIPMENT ON LOCOMOTIVES

All locomotives operating as lead units on the Melbourne metropolitan trains network shall be fitted with approved Vigilance Control Equipment.

DRIVER ONLY locomotives shall be fitted with operational Vigilance Control Equipment.

Locomotives not fitted with Vigilance Control Equipment shall not be permitted to operate over any portion of the Melbourne metropolitan trains network except in the case of: -

Y Class diesel electric locomotives.

Victorian Historical Locomotives (including steam locomotives) not fitted with Vigilance Control Equipment.




1.13 HERITAGE ROLLING STOCK

1.13.1 Maximum authorised speed of heritage rolling stock

The maximum authorised speed of a train is the speed specified for a line section or any lesser speed restriction at specific locations. Unless special authority is given by the Head of Operational Planning no heritage rolling stock shall exceed the following maximum speeds:

1. Steel bodied carriages (roller bearings) – 115 km/h

2. Wooden bodied carriages (flat bearings) – 80 km/h

3. Fixed wheel vehicles – 65 km/h

The maximum operating speed for individual heritage locomotives is the lesser of:

the maximum authorised speeds shown in the table below, or

the equivalent class of diesel locomotive passenger train maximum speed found within L1-CHE-MAN-014 for the specific section of line,

subject to any lesser speed restrictions at specific locations.

Heritage class Maximum

design speed km/h

Maximum authorised

speed km/h

Equivalent locomotive class maximum speed

km/h

Comments

R steam 115 100 G diesel

A² steam 115 100 G diesel

J steam 80 80 G diesel

D³ steam 95 95 T diesel

K steam 80 80 T diesel

Y steam 60 60 Y diesel

L electric 115 115 N diesel

E electric 65 65 Y diesel

EMU preserved 80 80 EMU

Diesel Rail Car 110 110 N diesel

DERM 100 100 T diesel

Exceptions:

The following exceptions apply:

1. All heritage locomotive hauled trains between Richmond and South Yarra shall not exceed 50 km/h.

2. All heritage locomotive hauled trains between South Yarra and Caulfield shall not exceed 55 km/h.

3. All heritage locomotive hauled trains between Nth Melbourne Junction and Arden St shall not exceed 10 km/h.




1.13.2 Heritage rolling stock ruling grades

Ruling grade is the steepest grade on a given stretch of track, which determines the maximum tonnage that can be hauled in a train having a given horsepower at a stated minimum speed.

Heritage rolling stock

Ruling grade Class R A² J D³ K Y L E EMU Pres

DRC DERM

Grade % kW for traction

1700 1790 460 450 160

Level 0

1 in 100 1 850 645 830 620 800 620 1420 650 215

1 in 75 1.3

1 in 50 2 390 325 375 285 365 285 660 320 125

1 in 45 2.2

1 in 40 2.5 320 270 305 230 300 230 610 285 100

1 in 35 2.9

1 in 30 3.3 190 170 190 145 190 170 305 155 70

Trailing load (tonnes)




1.14 SYSTEM REQUIREMENTS - CIRCULAR RECORD INDEX

Engineering WTT Network Configuration amendments will be issued in the form of WTT NC Change Notice, numbered consecutively. The WTT NC Change Notice provides approved input to a Safeworking Circular [SW] for distribution to all stakeholders. The Safeworking Circular [SW] is the authority for the update of WTT Network Configuration documents.

WTT Safeworking Circulars [SW] applicable to System Requirements change shall be recorded here as a change record to identify the most recent update.

Circular Number Effective Date Circular Title

SW.091/2017 31/03/2017 WTT Network Configuration Documentation Management




1.15 WTT NETWORK CONFIGURATION FEEDBACK FORM [L4-CHE-FOR-062]

Date:

Contact Details:

Name:

Title:

Location:

Email:

Telephone:

Referenced Section & Original text: (e.g. ‘Line Speeds’, ‘Group’, ‘Line’)

Issue/Discrepancy: (e.g. ‘Incorrect Line Speed’)

Suggested change: (e.g. EMU passenger class Clifton Hill Group – 50 km/h at Flinders St)

Please email form to [email protected]

Referenced Documentation Suite:

L1-CHE-MAN-011 WTT Network Configuration - System Requirements

L1-CHE-MAN-012 WTT Network Configuration - Network Boundaries

L1-CHE-MAN-013 WTT Network Configuration - Line Description

L1-CHE-MAN-014 WTT Network Configuration - Line Speeds

L1-CHE-MAN-015 WTT Network Configuration - Ruling Grade Loads

L1-CHE-MAN-016 WTT Network Configuration - Metro Rolling Stock

L1-CHE-MAN-017 WTT Network Configuration - Third Party Rolling Stock

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Documents

WTT NETWORK CONFIGURATION SYSTEM … MAY NOT BE UP Document Number: L1-CHE-MAN-011 Document Name: WTT Network Configuration - System Requirements Approving Managers: Chief Engineer