PRIORITY AREAS FOR TOURIST AND HERITAGE OPERATORS PAGE 7 EMERGENCY MANAGEMENT PAGE 11 SUMMER 2014, ISSUE 11 SUMMER HEAT – HARD ON WORKERS, HARD ON INFRASTRUCTURE PAGE 12 DIRECTOR’S MESSAGE 3

WHY IS RAIL SAFETY IMPORTANT? 4

INFRASTRUCTURE SAFETY AND ASSET MANAGEMENT 5

PRIORITY AREAS FOR TOURIST AND HERITAGE OPERATORS 7

YOUR FATIGUE MANAGEMENT RESPONSIBILITIES AS A RAIL SAFETY WORKER 9

EMERGENCY MANAGEMENT 11

CHANGES IN RAIL SAFETY 11

SUMMER HEAT – HARD ON WORKERS, HARD ON INFRASTRUCTURE 12

INCIDENT STATISTICS 13

WE VALUE YOUR FEEDBACK 13

RAIL SAFETY NEWS >> 2 Since 19 May 2014, there has been Operating a tourist and heritage railway in signifi cant change in rail safety regulation modern times is not without its challenges. WELCOME TO THIS in , with separate national and Growing societal expectations of safety and local rail regulatory schemes commencing convenience, increased internal and external EDITION OF RAIL on that date. For the national scheme, scrutiny, widespread availability of cameras SAFETY NEWS. Safety Victoria (TSV) is in mobile phones and a fast acting media performing these functions under mean that any problems or issues that occur delegation of the Offi ce of the National can easily be captured. Once captured, Rail Safety Regulator while remaining the they can quickly appear on the internet (on regulator for the local scheme. We continue YouTube for example) or social media and to deliver regulatory functions and subsequently attract the attention of the oversight in Victoria for both the national media. This highlights the importance of rail and local schemes. operators proactively managing rail safety, Earlier this year, TSV conducted a survey remaining vigilant at all times and complying of rail operators covered by the local with rail safety legislation in order to avoid scheme. We wanted to better understand incidents and accidents. what information and communications As we are approaching the end of 2014, this sector of the rail required. summer is once again upon us. We remind The survey showed that our stakeholders operators to be aware of the risks to safety valued Rail Safety News so in response associated with operating railways in hot to that positive feedback we decided to weather conditions. produce an edition for local operators. On behalf of TSV, please accept our We plan to issue Rail Safety News at least best wishes for the Christmas and twice per year. It will be targeted at the New Year season. needs of rail operators in the local scheme, Andrew Doery, with a particular emphasis on tourist and Director, Rail Safety heritage operators.

RAIL SAFETY NEWS >> 3 This framework includes: controls have been implemented and OOne of the objectives off safety • The need for operators to have the which controls have been rejected (and why). regulation is to preventt rail competence and capacity to operate rail networks safely. This includes having an • Reporting of incidents and occurrences inncidents oor accidentss that can leead appropriate number of people with the to TSV. to injuries oor fatalities. This is an right qualifi cations and experience in • Continuous improvement and learning immportant common gooaal for us annd key roles and having suffi cient fi nancial of lessons. This includes reviewing and rail operatoors alike. The Rail Safety and material resources to comply updating the risk register following any with the requirements of the safety (Local Operations) Act 2006 (the Act) incidents, investigations or changes of management system and to operate circumstances, or when submitting an aand Rail Safety (Local Operations) and maintain the rail network safely. application for variation of accreditation 2006 (the rregulationns) • Having a safety management system to TSV. pprovide a cclear framewwoork for the that supports the nature and scope of We recognise that operators cannot control mmanagemeent of rail saafeety. the rail operations performed, together all hazards that affect the safe operation with rail operator compliance with the of the rail network. For example, they only safety management system. have partial control over all the elements • Management of the risks to safety that comprise level crossings and events includes having a comprehensive risk such as bushfi res and fl oods are outside register. The register documents all everyone’s control. However, TSV expects hazards, the risks that arise from those that operators will identify all foreseeable hazards, the identifi cation of potential hazards and implement controls to manage controls to manage those risks and the consequences of such events. records decisions regarding which

RAIL SAFETY NEWS >> 4 INFRASTRUCTURE SAFETY AND ASSET MANAGEMENT

RRISK ASSESSSMENT T&H organisations need to ensure that WWhile it is a requiremeennt of the engineering standards and procedures Tourist and heritage (T&H) organisations adopted by the organisation are relevant Rail Safety (Local Operations) Act may have risks that are unique to their to their infrastructure. T&H operators may 2006 (the Act) that acccredited terrain, type of asset and operations. T&H have adopted engineering standards and raail operatoors must haavve a safety operators must ensure that these unique specifi cations from organisations such as risks are identifi ed and documented and former Victorian Railways, mmanagemeent system (SSMS), it is also that their controls assessed and reviewed or T&H networks similar inn rail operrators’ (bussinness) interrests periodically. Organisations should always to their own. The application of these too do so. Siimply havinng an SMS is not be aware of signifi cant incidents that have standards and specifi cations should be the end of the story thoough - oncce you occurred on other T&H networks and reviewed. When it is necessary to deviate review their risk registers and controls to from the standards documented, these hhave the syystems in pplaace to safeely run reduce any risk of it happening to them. changes should also be documented to yyour operaations the SSMS needs to be For example, T&H networks that operate ensure they meet the organisation’s needs reeviewed annd checkedd periodicallly. in hilly and mountainous terrains need for safe and reliable operations and are to ensure that the risk of landslides is appropriate for their railway. The information that follows is intended to effectively controlled and monitored closely. Several recent examples have highlighted help you understand the component parts Risk registers are living documents that the problem of standards being applied of an SMS and ensure yours meets the must be reviewed periodically. Additionally, inappropriately. Networks that consist of tests TSV applies during an audit. if the organisation becomes aware of long welded railway track have an increased risk of track buckling. Operators need to An SMS must include: any additional risks during the course of operations, they should be added to the ensure that the controls and processes to • an asset management , which register and assessed appropriately. manage this risk are adequate. should contain processes to support Some engineering standards have been all phases of asset management EENGINEERINNG STANDARRDDS found to be defi cient in defi ning ballast • processes to ensure, so far as is profi le specifi cation and maintenance reasonably practicable, that hazards An SMS must contain a documented set tolerances. Defi ciencies have also been representing the greatest risk are of engineering standards and procedures found in detailing specifi cations and given priority when it comes to rail (where available) as detailed in item 21.1 maintenance tolerance limits of turnout safety work. of Schedule 2 of the Rail Safety (Local component and geometry. The processes that a rail infrastructure Operations) Regulations 2006 (Vic) (the To demonstrate compliance with the Act and manager adopts to maintain safe regulations) to maintain the infrastructure regulations, T&H organisations should review infrastructure should align with the asset at safe operating levels. This assists rail their standards and ensure they are relevant. management policy. transport operators to monitor compliance and establish and maintain inspection and test records. The records provide evidence of the condition of rail infrastructure or rolling stock.

RAIL SAFETY NEWS >> 5 PPROCESS COONTROL It is important to keep a record of AAUDITS inspections and checks that have been An SMS must also include processes to undertaken and include any measurements Operators must monitor their compliance establish and maintain inspection and test taken on the inspections sheet. Together with the procedures to check that the records that then provide evidence of the these will ensure that you can meet the processes that have been established are condition of rail infrastructure or rolling stock. legislative requirements to: being followed and are effective. An audit of the system should be undertaken to You need to make sure your processes and 1. demonstrate that inspection and test verify compliance. procedures are suffi cient to ensure that the records have been kept specifi cations in the engineering standards An annual inspection or certifi cation by 2. provide evidence of the condition of rail can be maintained. This includes identifying an external party should not be used as infrastructure. defects or assets approaching wear limits the auditing tool. The annual inspection and addressing or rectifying them in a Make sure your inspection sheet shows all would not identify whether the procedures timely manner. the components that have been inspected have been adequately followed to identify and measured. Reporting of defects by Tolerance limits for reliable operations defects that need to be actioned in the exception cannot adequately demonstrate are usually less than those of the safe short term. A daily inspection to check that everything that needs to be inspected condemning limit. For business viability, clearances or obstructions along the rail and measured has been as there is no T&H operators should maintain their assets corridor, for example, is not likely to be action recorded. so that there is no impact on services and covered by an annual inspection. subsequent loss of revenue. These limits This also applies to annual inspections and As well as assisting the viability of your are usually found to be lower than the certifi cation undertaken by an external business, a long term asset management limit for safe operations. If you use them, party. Make sure that you receive a record policy is a regulatory requirement. regulatory requirements and risks to safety of all aspects that have been checked, are managed adequately. measurements taken to verify that the asset is within the tolerance limit, as well Closer monitoring of the asset and wear as the defects that have been identifi ed. limit should also be undertaken as the A certifi cate on your offi ce wall is no component approaches its maintenance substitute for a detailed list of what the limit. Measurements should be taken to inspection or certifi cation covered. ensure the asset doesn’t exceed safety limits. You should add to the works plan all actions This will assist you to prioritise longer needed to address the issues identifi ed. term asset renewal as well as meet legislative obligations.

RAIL SAFETY NEWS >> 6 TTSV undersstands thatt all operatoors sseek to opeerate in a saffe mannerr, hhowever, duuring our innteeractions with TT&H rail opperators we hhave noticced sseveral reccurring issuuess that cauuse pproblems. TThe informaattion providded bbelow is inttended to hellp you comme to ggrips with these issuees..

AADHERENCE TO LEGISLLATTION

Accredited operators are legally obliged to implement and comply with their safety management system (SMS). The SMS of a T&H railway may be simpler than that of a large rail organisation, but all the requirements of the Rail Safety (Local Operations) Act 2006 (the Act) and Rail Safety (Local Operations) Regulations 2006 (the regulations) still need to be covered. There have been recent changes to the requirements of the Act and operators need to familiarise themselves with these changes. To assist operators, a summary of the differences between the old and new legislative provisions is available from the TSV website. Please note, while care has been taken in the preparation of the summary, it is important to obtain your own legal advice if you have any queries regarding the impact of the changes.

RAIL SAFETY NEWS >> 7 Schedule 2 of the regulations dictates the INNFRASTRUUCTURE MAINTTENANCE PPERSONNEL COMPETENNCCE minimum requirements of what should be contained in an SMS. There are, however, TSV understands that T&H operations Another key requirement of the regulations other requirements in rail safety legislation, do not place the same demands on the is the competence of staff. As the majority such as reporting of incidents and changes infrastructure as high speed passenger of organisations rely on volunteers, most of to an organisation’s responsible person, operations. Nevertheless, infrastructure the competence requirements are focused that must be adhered to. maintenance is a basic principle of rail on the personnel operating the vehicles. safety and it must be done. The competence of personnel involved in Operators should note that if you state the maintenance of both infrastructure and in the SMS that certain actions are to The standards mentioned above should rolling stock is where TSV has identifi ed be undertaken it is essential that these be used to develop and assess your ongoing issues. It is imperative for the activities are actioned. In addition, if you maintenance regime. Infrastructure safe operations on your network that all do not adequately document what actions works can be costly and sourcing funding maintenance be undertaken by suitably have been undertaken you will not be able is diffi cult however it is important for qualifi ed individuals. to verify that these have been completed. safe operations that infrastructure is The SMS for your operations should be not allowed to reach its condemning realistic and appropriate. It is important limits set out in the standards. It is better EEMERGENCY MANAGEMMEENT that you do not commit to actions in your to undertake ongoing preventative SMS because they appear to be good ideas maintenance in accordance with the It is mandatory for rail operators to have or because you think they are required standard rather than undertaking large an emergency plan. When you are putting if you cannot achieve these activities. By works once condemning limits are reached. together your plan, take into account worst case scenarios for the area in which you being realistic you make the system work Most importantly, it is imperative to for YOU, not YOU for the system. operate. It is important to consider the document what maintenance has been different terrain and landscape that may completed. If you use an independent cause issues should an emergency event EENGINEERINNG STANDARRDDS contractor for maintenance or certifi cation arise, particularly if passengers need to work, make sure they itemise everything be safely removed from rail vehicles. An Few organisations are able to produce that they assessed and any remedial work example of this would be a train breakdown engineering standards that govern both undertaken. This will show the standards on a bridge or an area that is diffi cult to infrastructure and rolling stock even for safe operations are in place more access. Don’t forget about occasional though (if available) they are required to be successfully than a ‘tick of approval’. environmental conditions if you operate in documented in an SMS. bush fi re, snow or fl ood prone areas. Standards are key documents that provide RROLLING STTOCK Good communication systems have proved a clear and sound basis to safely manage vital in emergency situations. Operators the assets used for rail operations. Most The standards for the rolling stock you should ensure that the systems used are standards are in the public domain, are operate should be used to develop your appropriate for the nature and scope of easily accessible and should be used maintenance regime. Take a risk-based their operations and are reliable. If they are as a baseline. If any modifi cations are approach by asking yourself what is safety unreliable, for example because of patchy required in order to ensure a fi t for purpose critical to operating rolling stock. Focus on mobile phone coverage, have an alternative standard based on the nature and scope of these tasks fi rst. A few high risks areas are means of communicating on hand. your operations, document your reasons maintenance of boiler systems, braking for deviating from the standard. systems and warning systems. This does not More detail regarding emergency mean that other areas should be neglected, management responsibilities is contained but put your limited resources to the highest later in the newsletter. risk items. Historically, boiler explosions and runaways, due to faulty brakes and operations, have killed more people in the T&H sector than any other risks. Documents showing what actually has been undertaken during maintenance, and especially during certifi cation, will help you demonstrate risk management. RAIL SAFETY NEWS >> 8 Extensive research indicates that fatigue • recognise threats and risks WWe appreciiate that vooluunteers pllay can have serious short term and long term • coordinate hand-eye movements effects on your health as well as your work a signifi cannt role in keeeeping T&H performance. It is therefore important to • communicate effectively. ooperations functioning and availaable understand these effects and work towards The nature of these effects means that too the publlic. Volunteerrs frequenntly minimising their impact. people who are fatigued are more likely to make errors and be involved in accidents. The long-term effects on health that are hhave other part or fulll ttime jobs that Further, fatigue can cause people to briefl y associated with ongoing fatigue and lack of taake the majority of theeir energyy. doze off, known as a microsleep, which is sleep may include heart disease, diabetes, particularly dangerous in the high risk rail FFatigue beccomes a paartticular issuue high blood pressure, gastrointestinal environment. foor the peoople whose timme with a disorders, depression and anxiety. It is also important to understand that toourist and heritage operation is like In the short term, fatigue can lead to a you may not ‘feel tired’ before your reduced ability to: hhaving a seecond job. performance is impaired by fatigue. Once • concentrate and avoid distraction fatigued, people are less able to make Rail safety worker fatigue is widely accepted • maintain vigilance this kind of assessment. Therefore it is as a safety issue in the industry. To address important to know what can cause you to • think and analyse problems and situations this issue, Victorian rail safety legislation be fatigued, and to plan ahead to minimise imposes fatigue management obligations • make decisions the chance of being impaired by fatigue on rail operators. However, fatigue is a • remember and recall events when you have safety duties. Some causes complex safety issue and its management of fatigue that you should be mindful of are • control emotions requires a co-ordinated effort by both rail outlined in the table below. organisations and their rail safety workers. • appreciate complex situations

RAIL SAFETY NEWS >> 9 CONTRIBUTING FACTORS TO FATIGUE

LOSS OF SLEEP AND Being awake for extended periods of time takes a toll on a person physically and mentally and reduces the CUMULATIVE FATIGUE opportunity for restorative sleep.

Generally speaking, longer time spent working increases physical and mental fatigue and reduces the opportunity to get sleep. WORK HOURS INCLUDING While extended hours of work (e.g. overtime) is more obvious, less obvious job factors include the type of OVERTIME, COMMUTING, work, demands put on workers as a result of staff/resource shortages, and time/effort spent commuting. AND SECOND EMPLOYMENT Working a second job or volunteering further reduces the opportunity to get sleep and makes it even more diffi cult to recover.

Demands outside work, such as family/social commitments and responsibilities, as well as signifi cant and DEMANDS IN PERSONAL LIFE stressful personal events, can make a person more susceptible to fatigue.

Everyone is biologically inclined to sleep between midnight and 6am, and (to a lesser extent) between 2pm and 4pm. These are the danger times for fatigue-related accidents. TIME OF DAY Working and commuting at night is likely to expose a person to greater risk of fatigue.

Over time, a person’s body clock adjusts to the typical day-to-day schedule of being awake and asleep. Therefore, maintaining a regular and predictable sleep pattern is very important for achieving consistently good quality rest.

IRREGULARITY OF Any change to regular sleeping patterns such as those caused by unpredictable disruptions (for example, SLEEP PATTERNS being on-call or on-duty, call-outs, changes between day to night shift, overtime, signifi cant stress and other life events) is likely to increase the risk of fatigue.

Returning from extended leave can result in the body clock being inconsistent with regular working hours.

Tasks that are particularly diffi cult, demanding, or extended over long periods of time can result in overload of physiological and mental processes. This may cause a person to become fatigued more quickly.

TASK DEMANDS AND WORK Fatigue can also be brought about by tasks or environments that do not provide enough mental stimulation. ENVIRONMENT This is often the case when tasks are prolonged and monotonous (for example, driving long distances).

The immediate work environment can also affect fatigue levels. For instance, uncomfortable conditions such as temperature, noise, vibration, glare, and lighting can place extra strain on a person.

Fatigue can be a symptom of an underlying medical or health problem.

Health conditions such as sleep apnoea and chronic fatigue syndrome may cause a person to be excessively HEALTH AND FITNESS sleepy or tired.

Increased fatigue and drowsiness can also be brought on by acute illness and poor health, as well as certain medications, drugs, alcohol, and herbal remedies.

To reduce your risk of being involvved in a fatigue related incident or accideent at work, you should:

• comply with your organisation’s • assess your own fatigue levels and • advise your supervisor or manager and procedures relating to fatigue fi tness for duty before commencing if you foresee or experience being • attend work in a fi t state to undertake work/volunteering impaired by fatigue that may mean you your duties • monitor your fatigue levels while you are unfi t to work, for example, because are at work of a health condition, excessive work • be aware of what might contribute to demands, personal circumstances your being fatigued • assess your fatigue levels after work and take appropriate commuting and • seek medical advice and assistance if • understand your sleep/rest/recovery you have, or are concerned that you requirements and ensure you obtain accommodation options, for example, avoiding driving if fatigued might have, a health condition that appropriate rest and sleep away from affects your sleep and fatigue. work/volunteering

RAIL SAFETY NEWS >> 10 the emergency plan being put into action RRail transpport operattoors are reqquired and alternatives need to be identifi ed. CHANGES IN RAIL SAFETY to have an emergenccy plan. Thee plan It is important to maintain and regularly test the emergency plan. When possible, LEGISLATION mmust addreess all majjorr incidentts include the emergency services in the aand hazardds that couuldd cause or test so that it is true to life. Testing On 19 May 2014, the Rail Safety Act 2006 ccontributee to major iinccidents includes ensuring that the emergency (Vic) was replaced by the Rail Safety iddentifi ed within theiir risk regisster. plan is easily understood and readily (Local Operations) Act 2006 (Vic) and available to all rail safety workers, the Rail Safety Regulations 2006 (Vic) emergency services and affected utilities. The emergency plan must be developed were replaced by the Rail Safety (Local in conjunction with emergency services, The emergency plan must be reviewed: Operations) Regulations 2006 (Vic). relevant agencies and • at intervals specifi ed in the plan (not The purpose and core provisions of the rail other operators who are affected by the exceeding 3 years) safety legislation remain unchanged, but implementation of the plan. • following a major incident a number of detailed changes have been made, particularly in the following areas: The plan must defi ne clear roles and • if a test of the plan reveals that the responsibilities so people know how to act plan requires reviewing. • defi nitions/terminology in emergency situations. Arrangements • accreditation and exemption regimes for communication and co-operation Additional requirements relating to between organisations in the event of emergency plans are set out in sections • safety duties Rail Safety an emergency should also be clearly set 52, 68 and 69 of the (Local Operations) Act 2006 • enforcement tools available to the rail out. The persons required to implement (Vic) and Rail Safety (Local safety regulator the plan must be trained and keep their regulations 9 to 12 of the Operations) Regulations 2006 • drug and alcohol requirements. training and competency up to date. (Vic). The initial response process must be Many of the changes to the local rail safety documented, including the process to legislation and regulations have been made engage emergency services and other so that they align closely with Rail Safety third parties. National . Clear communication is required to TSV has prepared a document comparing effectively manage an emergency Clear communication the Rail Safety Act 2006 (Vic) and the Rail situation so you need to think about is required to Safety (Local Operations) Act 2006 (Vic). what tools will be required. This includes This comparison summary is available ensuring appropriate communication effectively manage to assist rail operators understand the systems are in place and understanding changes that have been made. It is the availability of these systems during an emergency available on our website or you can contact major incidents. Public communication us to arrange for a hard or electronic copy networks, such as mobile phone situation. to be sent to you. networks, may be overloaded or unavailable during major incidents. Lack of access to these networks may prevent RAIL SAFETY NEWS >> 11 The risk of injuries to workers also rises with If you decide to operate the service on hot WWith the Suummer seassoon upon uss, the heat as it may result in sweaty palms, or very hot days you should have some fogged-up safety glasses and dizziness. means of ensuring passenger comfort. raail operatoors need too ensure thaat Burns may also occur as a result of accidental You should also have a plan for coping risks assocciated with increase in contact with hot surfaces or steam. with an emergency. teemperaturres are revviewwed. The Operators should take the following steps In addition to measures taken by ccontrols ussed to manaagge these riisks to protect workers from heat stress: the operator, workers have a level of nneed to havve been asssessed and • schedule maintenance and repair jobs responsibility for their health. They should in hot areas for cooler months avoid exposure to extreme heat, sun immplementeed approprriately. exposure and high humidity when possible. • schedule hot jobs for the cooler part of When these exposures cannot be avoided, The two main areas of concern for the day workers should take the following steps to operators are the health of your workers • acclimatize workers by exposing them prevent heat stress: and the state of your infrastructure. for progressively longer periods to hot • wear light-coloured, loose-fi tting, work environments breathable clothing such as cotton and WWORKING INN HOT WEATTHER • reduce the physical demands of workers avoid non-breathing synthetic clothing Occupational health and safety experts say • use relief workers or assign extra • apply sunscreen at frequent intervals, that workers who are exposed to extreme workers for physically demanding jobs wear a hat and sunglasses heat from sun or bushfi res, who over- • provide cool water or liquids to workers • gradually build up to heavy work exert themselves or work in hot, poorly • avoid alcohol and drinks with large • undertake heavy work during the ventilated or confi ned areas may be at amounts of caffeine or sugar coolest parts of day risk of heat stress. The risk increases for workers who are 65 years of age or older, • provide rest periods with water breaks • take more breaks in extreme heat and humidity are overweight, have heart disease or • provide cool areas for use during high blood pressure, or take medications break periods • take breaks in the shade or a cool area the quality of which may be affected by when possible extreme heat. • monitor workers who are at risk of heat stress • drink water frequently enough to not Heat stress occurs when our body is unable become thirsty, approximately 1 cup • provide heat stress training that to cool itself enough to maintain a healthy every 15-20 minutes temperature. Heat-related illness can range includes information about: • avoid alcohol, and drinks with large from mild conditions such as a rash or cramps - worker risk amounts of caffeine or sugar to very serious conditions such as heat - prevention stroke, which can kill. Heat can also make an - symptoms • be aware that protective clothing or existing medical condition worse, for example - the importance of monitoring yourself personal protective equipment may heart disease. Operators should remember and co-workers - for symptoms increase the risk of heat stress that heat stress affects them, their workers/ - treatment - personal protective equipment. • monitor their physical condition and volunteers and their passengers. that of co-workers. Operators should also consider the effects of high temperatures on their passengers. RAIL SAFETY NEWS >> 12 RRISKS TO INNFRASTRUCTTUURE SSPEED RESTTRICTIONS ARRE APPLIEDD INN HOT WEAATHER INN HOT WEAATHER CONDDITTIONS TO: INCIDENT STATISTICS Higher temperatures can increase risks • reduce the severity of the derailment associated with: in the event of a buckle The 2014 Quarterly incident • track misalignment and buckling • increase the chances of seeing the statistics are currently available on misalignment and stopping the train TSV’s website: • fi re including within the rail corridor and www.transportsafety.vic.gov.au/rail- of rolling stock • reduce the dynamic impact uplift safety/incidents-and-investigations • infrastructure related defects such as forces caused by vehicles. sagging of equipment. These restrictions are common in rail all around the world. While RRAIL OPERAATORS SHOUULD MANAGEE they may result in longer journey times WE VALUE YOUR TTHE RISK OF TRACK BUUCKKLING BY: and associated costs to the rail operators and consumers, they are a necessary FEEDBACK • monitoring the stresses and movement safety precaution. of the rails, and adjusting the rail stress Fire management strategies and We endeavour to provide you with the if required evacuation plans should be reviewed to most recent and topical industry news • monitoring locations of reduced lateral ensure they remain current. relevant to your special interest. We also try to explain how the legislation resistance, such as areas of poor ballast Other infrastructure related defects caused affects you and how we exercise our or track condition, and reinstating the by increased temperatures, such as sagging regulatory responsibilities. lateral resistance if required of overhead line equipment, should also be • monitoring locations that have been assessed and a review of the effectiveness If you have any feedback on this recently disturbed through track of control. It is important to look at past publication or have an idea for an maintenance experiences during hot weather periods and article you’d like to see in future make adjustments as necessary. editions, please send an email to • putting in place speed restrictions on [email protected] As Victoria can experience extremely hot very hot days to reduce the severity or phone us on 1800 223 022 of any effects of track buckling and summer weather conditions it is important dynamic loads. to remain vigilant and embrace effective practices to manage the risks associated with warmer conditions.

RAIL SAFETY NEWS >> 13 WHERE TO GET MORE INFORMATION

Transport Safety Victoria 121 Exhibition Street Victoria, 3000 PO Box 2797 Melbourne Victoria, 3001 T. 1800 223 022 F. (03) 9655 6611 E. [email protected] W. www.transportsafety.vic.gov.au

If you would like to receive this publication in an accessible format, such as large print or audio, please telephone Transport Safety Victoria on 1800 223 022 or email [email protected] This publication is also published as a PDF on www.transportsafety.vic.gov.au To subscribe to TSV’s email alerts, go to the TSV website and click on ‘subscribe’ (top right-hand corner). View previous editions of this newsletter on the TSV website under ‘publications & forms’ (top right-hand corner).

Published by Transport Safety Victoria © State Government of Victoria 2014 Copyright in this publication resides with the Director, Transport Safety and the State of Victoria. No part of this publication may be reproduced by any process except in accordance with the provisions of the Copyright Act 1968 (Cth). Disclaimer: This publication is a summary giving you general information on a particular topic, and does not cover all of the relevant law regarding that topic. This document should not be relied upon as a substitute for the relevant legislation, legal or professional advice. The information in this publication is current as at 1 December 2014 ISSN:1835-4483