SteamRanger Perway Code of Practice Document TMT-01 Issue 7th July 2007 – FOR INFORMATION ONLY

STEAMRANGER PERWAY CODE OF PRACTICE

C O N T E N T S

Introduction and Overview l. Glossary of Terms to be encountered by Track Workers

l.l People 1.2 Track and Transport 1.3 Track Tools 1.4 Track Terminology 1.5 Temporary Trackside Signs 1.6 Rollingstock

2. Safety

2.1 Train Safety 2.2 Safety at the Worksite 2.2.1 General 2.2.2 Hand Tools 2.2.3 Air Powered Tools 2.2.4 Front end Loaders & Tractors 2.2.5 Petrol Fuelled Engines 2.3 Protective Clothing and Safety Equipment

3. Fires and their Prevention

3.1 General 3.2 In Case of Fire 3.3 Fire Prevention 3.3.1 General 3.3.2 Storage of Flammable Liquids 3.3.3 Additional Points 3.4 Equipment and Tools 3.4.1 Rotary Slashers & Mowers 3.4.2 Knapsack sprayers 3.4.3 Water Tanker with Pump & Hose 3.4.4 Hand Tools 3.4.5 Portable Fire Extinguishers

4. Care of Tools, Plant and Equipment 4.1 General 4.2 Basic Care of Vehicles and Equipment

Page 1 of 109 SteamRanger Perway Code of Practice Document TMT-01 Issue 7th July 2007 – FOR INFORMATION ONLY 5. Right of Way

5.1 General 5.2 Cleaning Up the Right of Way 5.3 Weeds and Growth 5.4 Railway Trackside Signs 5.4.1 Curve Speed Boards 5.4.2 Whistle Boards 5.4.3 Kilometre & Half Kilometre Posts 5.4.4 Fouling Discs

6. Formation, Drainage and Earthworks

6.1 General 6.2 Formation and Drainage 6.3 Slips in Earthworks

7. Perway Materials - Plain Line

7.1 General 7.2 Rail 7.3 Fishplates 7.3.1 Fishbolts 7.3.2 Junction Fish plates 7.3.3 Insulated Fishplates 7.3.4 Special Fishplates, Rail Clamps etc. 7.4 Welded Track 7.4.1 Welding 7.4.2 Welded Rails 7.4.3 Effect of Temperature 7.4.4 Effects of Tension or Compression 7.4.5 Jointed Track 7.4.6 Butt Welded Rail 7.4.7 Continuously Welded Rail 7.5 Sleepers 7.5.1 Timber Sleepers 7.5.2 Steel Sleepers 7.5.3 Sleeper Spacing 7.6 Rail and Sleeper Fastenings 7.6.1 Baseplates 7.6.2 Dogspikes 7.6.3 Screwspikes 7.6.4 Rail Anchors 7.6.5 Resilient Rail Fastenings 7.7 Ballast 7.8 Checkrails 7.8.1 Check Rails at or on Bridges 7.8.2 Check Rails at Level Crossings

Page 2 of 109 SteamRanger Perway Code of Practice Document TMT-01 Issue 7th July 2007 – FOR INFORMATION ONLY 8. Perway Materials – Points and Crossings 8.1 General 8.2 Points 8.2.1 Stock Rails 8.2.2 Point Blades 8.3 Crossings 8.3.1 General 8.3.2 'V' Crossings 8.3.3 'K' Crossings 8.3.4 Manganese Steel Crossings 8.4 Guard Rails 8.4.1 Guard Rails at 'V' Crossings 8.4.2 Guard Rails at 'K' Crossings 8.5 Bearers, Plates and Fastenings 8.5.1 Bearers 8.5.2 Baseplates & Fastenings 8.6 Point and Crossing Layouts 8.6.1 The Lead 8.6.2 The Crossover 8.7 Switch Layout Inspection 9A. National Code of Practice – Infrastructure Vol4 Part 3 9. Inspection, Practice and Maintenance 9.1 Inspection 9.1.1 Visual Inspection 9.1.2 Inspection of Plain Line 9.1.2A Inspecting for Wide Gauge (Track Vehicle) 9.1.2B Inspecting for Narrow Gauge (Track Vehicle) 9.1.2C Periodic Track Inspections Track Vehicle) 9.1.2D Visual Inspection of Track by Foot 9.1.3 Inspection of Ballast & Formation 9.1.4 Inspection of Points & Crossings 9.1.5 Inspection of Track on Bridges 9.1.6 Inspection of Right of Way & Earthworks 9.1.7 Inspection of Trackside Signs 9.1.8 Inspection of Level/Pedestrian Crossings 9.1.9 Track Recording Car 9.1.10 General 9.2 Right of Way Maintenance 9.2.1 Weed & Growth Control 9.3 Formation and Drainage 9.4 Track Level and Alignment 9.4.1 Track Level 9.4.2 Manual Lifting & Packing 9.4.3 Manual Slewing 9.4.4 General 9.5 Spiking 9.5.1 Respiking 9.5.2 Spiking on Curves 9.6 Gauging 9.7 Resleepering by Maintenance Gangs 9.7.1 Sleeper Renewal 9.8 Rail Creep 9.8.1 General 9.8.2 Creep in Butt Welded Track 9.8.3 Control of Creep

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9.9 Rail Handling, Cutting & Drilling 9.10 Maintenance of Welded Track 9.11 Buckles 9.12 Pull Aparts & Broken Welds 9.12.1 Pull Aparts at Fishplates 9.12.2 Broken Welds 9.13 Broken & Defective Rails & Welds 9.13.1 Rail Defects 9.14 Maintenance of Points & Crossings 9.14.1 Points 9.14.2 Crossings 9.14.3 Gauge

10. New and Project Maintenance Work

10.1 Plain Line Construction 10.2 Relocation of Track 10.3 Project Maintenance Work 10.3.1 Undercutting 10.3.2 On Face Resleepering 10.3.3 Level Crossing Renewals

1l. Track Maintenance and Construction Equipment 11.1 Track Vehicle Operation/Maintenance 11.1.1 Track Vehicles: CC81-320 series 11.1.2 Track Vehicles: CC81-350 series 11.1.3 Track Vehicles: Fairmont ST2/M series 11.2 Off Track Equipment 11.3 Heavy Track Equipment 11.3.1 Large Track Machines 11.3.2 Machines Used by Resleepering Gangs 11.3.3 Power Track Jacks 11.3.4 Road/Rail Trucks 11.4 Light Track Equipment 11.5 Small Power Tools 11.6 Rail Saws and Drills 11.7 Mobile Compressors & Air Tools l2. Curves 12.1 Curving Rails 12.2 Rail Lubricators

13. Clearances

14. Material & Labour Savings

Landmarks - Mt Barker Junction to Victor Harbor

Page 4 of 109 SteamRanger Perway Code of Practice Document TMT-01 Issue 7th July 2007 – FOR INFORMATION ONLY l. GLOSSARY OF TERMS LIKELY TO BE ENCOUNTERED BY TRACKWORKERS l.l People Train Controller: the officer who gives authority for train movements, track work involving obstruction of train movements and movement of track vehicles along the track.

1.2 Track and Transport

Left hand rail: the rail on your left when standing in the centre of the track facing in the direction of increasing kilometrage. Right hand rail: the rail on your right when standing as described above. Length: the track length for which one track gang is responsible. Road/Rail Vehicle or Hi-rail Vehicle: a road vehicle fitted with retractable small diameter rail wheels for travelling on railway track. Section: the length of running line between two station yards and/or junctions and/or crossovers. Take-off: a staging beside the track, on which to remove on track plant from the track clear of train movements. Section Car; motorised rail vehicle working in sections of track carrying workers, tools, supplies and equipment. Trolley: towable vehicle on rail wheels pulled in either direction by section car carrying tools, supplies and equipment MIC: Motor inspection car

1.3 Track Tools

Adze: a long handled cutting tool, used with similar action to a beater, but with more care, for cutting a level base on wooden sleepers or other timber. Annie's foot: a bar with a special claw for dogspike removal suitable only for that purpose. Ballast fork: a large fork with closely spaced prongs and raised edges used for packing ballast or screening fine material from ballast. Beater: similar to a pick, with one or two sharp points for digging, the other end a rectangular flat face for "beating" stones under sleepers. Drift: a circular cone-shaped steel wedge used for "drifting" rails, by driving the drift into the holes of fishplates and rails.

Page 5 of 109 SteamRanger Perway Code of Practice Document TMT-01 Issue 7th July 2007 – FOR INFORMATION ONLY Gauge: a light steel bar with two small projections used to measure that the distance between rails is correct. Jigger: a long handled "brace and bit" for boring holes by hand in timber sleepers. Jim Crow: an old style, heavy, manually operated rail bender. Priser: like the claw end of a turning bar, used for removing dogspikes by hitting it with a hammer. Also referred to as a "snatch". Rail tongs: a double handled pair of tongs with a grip to match a rail head for two men to work together in man-handling rails. Rail turning bar or rail turning fork: a light bar with an end shaped to allow the turning of rails - as the rail rolls, it drops away from the fork. Sledge or Slogging hammer: a long handled, heavy, thick head hammer used for heavy hammering such as breaking up cemented ballast, concrete slabs and old trackwork. Sleeper hook: a steel bar, 12 mm diameter with a pointed hook on one end, and a handle loop at the other, for moving timber sleepers. Sleeper tongs: a double handled pair of tongs with pincers to grip the sides of a timber sleeper for two workers to work together handling sleepers. Slewing and claw bar: a heavy section steel bar, pointed at one end, and fitted with a claw at the other end for removing dogspikes. Snatch: see priser above. Spiking hammer: a long handled, light, thin head hammer used for driving dogspikes.

1.4 Track Terminology

Ballast: crushed stone, which supports the track on the formation. Baseplate or Sleeper plate: a steel plate fitted between the rail and sleepers to spread the load on the sleepers. Buckle: a gross misalignment of the running rails, resulting from high rail stresses generally caused by particularly high temperatures.

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BWR: Butt welded rail Cant or Super elevation: the amount by which the outer rail of a curve is higher than the inner rail. Cant: this term is also the slope of the rail as it sits on the sleeper and the slope on a baseplate where the rail sits. Cess: the outside edges of the formation, beyond the toe of the ballast section. Closure rail: a piece of rail cut to correct length to close up a piece of track relaying. Creep: movement of one or both rails along the track caused by temperature changes and the effect of traffic. Crib: the space between sleepers filled with ballast. Cripple: a permanent set in a rail due to overstressing or fatigue failure. Cross-level: difference in level between the two rails measured square across the track. Dogspike or Trackspike: a square steel peg driven into a round hole to hold the rail to wooden sleepers - also loosely called "dogs". Expansion gap: the available movement of rail ends within a fishplated joint. Fettling: a term for track maintenance activities generally associated with manual rather than mechanised work. Fishplates: a pair of steel plates bolted together with fishbolts through holes near the ends of two rails to joint them together. Formation: the full width of the top of embankments, and the bottom of cuttings, on which the track is constructed. Foul joint: a fishplated joint between two rails where the running faces do not line up exactly, forming a "step" between the rail ends. Gauge: the distance between the inside faces of the heads of the two rails. Hole: a dip in one or both rails, resulting from a failure of the foundation, or weakness or defect in the rail.

Page 7 of 109 SteamRanger Perway Code of Practice Document TMT-01 Issue 7th July 2007 – FOR INFORMATION ONLY

Insulated joints: special insulated fishplates used to separate different track circuits. Level crossing: where the railway crosses a road at road level (at grade). Lifting: raising the rails to the required level to improve the smoothness of the track profile, and to place extra ballast under the sleepers. Lockspike: split spikes made of spring steel which expand in a timber sleeper when driven through a hole in the baseplate, and hold the baseplate firmly in position on the sleeper. Mudhole: a place where water and fine mud splashes up through the ballast under train movements. Platelaying: a description of most work associated with track construction and maintenance. It originated from the earliest days of railways. Pull-apart: a broken rail that has separated, and the two ends have moved apart - usually in cold weather. Rail anchor: a heavy steel clip fitted to the base of the rail hard against a sleeper, to stop rails from drifting (moving along the track). Rail cutting: a groove created in a timber sleeper by a rail under traffic. Plate cutting is similar but is caused by a baseplate, this then creates a rectangular depression in the sleeper surface. Relaying: may be used as the term for rerailing (below) but is generally accepted as being the rerailing plus associated sleeper replacement. Rerailing: replacement of one or both running rails with other rails. Resilient fastenings: highly elastic clips used for holding rails to sleepers, of all types. Made by several manufacturers. Run-out: the slope from newly lifted track back to track at the original level. Shoulder: the ballast outside the sleeper ends and level with the tops of sleepers. Six-foot: the area between the nearest rails of two adjacent tracks based on the approximate width in early railways in Imperial units. Sleepers: called cross-ties in U.S.A. because that is what they do tie the two rails together.

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Slewing: moving the track sideways to give it a good line. Tamping: mechanised packing of ballast under the sleepers. Tangent point: the point of change from straight track to curved track. Track circuit: (or signal circuit): an electrical circuit consisting of the two rails "pointed on" by passing rollingstock and used to operate signals, level crossing warning gongs and boom gates. Transition curve: (often abbreviated to transition): a gradual increase in the curve radius of the track, starting from straight track, to a point where the constant radius curve begins. Twist: a sudden change of cross-level. Walking the length: going over the gang length for the purpose of inspecting it. Also called Patrolling.

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1.5 Temporary Trackside Signs

Gang whistle board: a portable whistle board erected as required either side of a gang's work site to warn train crews to whistle. Speed Indication Board: 2km prior to restriction board etc. Speed restriction board: a board placed beside the track to show train drivers the speed limit to be observed over a section of track temporarily speed restricted, because of some unsafe situation, or track condition, or danger to workers. Written instructions as to the speed and locations of restrictions are issued on a monthly basis or for any change in restrictions by the Track Manager to the Locomotive Manager. They are circulated to all train crews. Cancellation board: a board placed beside the track to show train drivers where the speed restriction ends. Stop board: a red board (signal) sometimes called a target, placed in the centre of the track when trains may not proceed because of an obstruction or unsafe condition. Warning board: a yellow board (signal) sometimes called a target, placed 2000 metres, where possible, in advance of the red stop signal. l.6 Rollingstock

Automatic coupler: the jaws at each end of a railcar, locomotive or wagon which lock with couplers on adjacent rail vehicles. Ballast hopper: a railway wagon with bottom doors for the discharge of ballast for use in trackwork. Ballast plough;vehicle with a regulating grader blade to spread ballast across rail formation leaving the rail exposed. Bogie: the four-wheel assembly, which carries one end of a carriage or wagon. Flange: is the large diameter section, which sits inside the running surfaces of the rails to keep the wheels on track. Tread: is the smaller diameter tapered flat face of the wheel, which sits on the rail.

Page 10 of 109 SteamRanger Perway Code of Practice Document TMT-01 Issue 7th July 2007 – FOR INFORMATION ONLY

2. SAFETY

The safety and comfort of the travelling public and the safety of all trains depend to a great extent on the vigilance and care of all track workers.

2.1 Train Safety

The explanation of the rules concerned with safeworking are covered in the Perway safeworking rules, however, the following is given as a reminder.

If the track is found to be unsafe for the passage of trains or fouled in any way, it must be reported to Train Control, and to the Track Manager immediately. The Track Manager will contact the Operations Manager and Locomotive Manager and inform them of any recommendation for closure or speed restrictions prior to the running of trains.

If the track is found to be unsafe for normal speed but suitable for a reduced speed, a speed restriction must be applied.

Speed restriction locations over the entire Mt Barker Junction to Victor Harbor railway (SteamRanger Tourist Railway) are issued to the Operations Manager and Locomotive Manager at the beginning of each month or after any restriction change and are updated monthly. These are circulated to all train crews.

The principle underlying the application of speed restrictions is:

Restriction to a safe speed under unsatisfactory track conditions must be applied as soon as the conditions are observed and removed as soon as practicable after they have been rectified.

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2.2 Safety at the Worksite

2.2.1 General Do not leave tools on the ground with a sharp point facing upwards, where people could tread or fall on them.

Always leave bars standing up, clear of the track. If they are left lying down in summer, they become too hot to handle.

When swinging hammers or picks, see that All persons are well clear of each other.

Stand clear of the possible "line of fire" when someone is breaking off fishbolt nuts with a chisel or hammer. If you are the person using the hammer, check that other persons are well clear.

Be careful where you stand if pulling on a loose rail or sleeper. Do not be in the way if it suddenly slips.

Do not walk on the top of a rail.

Never put a hand or a foot between an open Point and its stockrail. If some obstruction or dirt must be removed, use a stick or something similar that is easier to replace than your fingers.

Never place the feet on moving parts of points.

Always stand correctly and use the legs rather than straining your back when lifting or pulling.

O & HS Act advises that persons should not be working alone and should at all times have a mobile or other radio contact available. IN SHORT, look ahead and practise "Safety First" in carrying out all your work.

Should level crossing warning equipment be observed to be functioning incorrectly, report at once to Train Control and the Signals & Telegraph Manager.

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2.2.2 Hand Tools

Misuse of hand tools is a common cause of accidents and causes their rapid deterioration. Unsafe practices include:

* using pipe extensions on bars and spanners for extra leverage. * striking rail drifts on their side. * using makeshift tools instead of getting the right ones.

Common sense practices for ensuring safety are: * see that wooden handles are properly fitted to tool heads. * replace splintered or unsound handles. * keep cutting tools sharp. * scrap or send for repair, hammers with buried or clipped heads, spanners with widened jaws or track jacks which slip under load. * Grind the metal lip off "mushroom" heads of cold chisels. * Keep hand tools clean. * Store tools correctly, with emphasis on protection of the cutting edges.

2.2.3 Air Powered Tools

Compressors are a means of providing power by air for operating pneumatic tools used in Perway work.

Such tools include tie tampers, sleeper drills and impact wrenches.

To ensure safety the following rules should be observed:

* Air hoses and hose connections from the compressor to power tool should be fastened securely with the correct couplings. * Air should be cut off before attempting to disconnect the air hose from air line. Air pressure inside the line should be released before disconnecting. * When changing from one pneumatic tool to another first turn off the air at the base

Page 13 of 109 SteamRanger Perway Code of Practice Document TMT-01 Issue 7th July 2007 – FOR INFORMATION ONLY control valve. NEVER KINK THE HOSE to stop air flow. * Ensure that suitable protective equipment and clothing is worn. This particularly applies to ear protection. Compressed air noise is very damaging to hearing. * If a portable pneumatic tool is being used, the operating valve in the tool is closed before turning on the air.

2.2.4 Front End Loaders and Tractors

These are used widely in Perway work and common sense practices are:

* Ensure that motors are turned off when machine is unattended. * Ensure that people do not stand or walk under loads being carried, or walk in front of a tractor. * Chains, slings or hooks in constant use are to be inspected and any found defective tagged "unsafe" and reported * Ensure that clear signals between the dogman to the loader driver are used. * Make sure that the safe working loads of lifting,equipment are never exceeded. * Ensure that people do not ride on slings, crane hooks, or in the bucket of a loader.

2.2.5 Petrol Fuelled Engines

Petrol fuelled engines power Perway tools, such as spike extractors, rail drills and coach screwing machines.

Safety procedures when making adjustments or refuelling petrol engines are:

* Before making any adjustments or repairs stop the engine then remove spark plug wires. * Ensure that a vehicle or machine equipped with a fire extinguisher is as close as possible to the engine. * Always keep the machine in its correct upright position, particularly when transporting it or sending for repairs.

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When refuelling: * Use suitable equipment such as a hose with nozzle fitting or alternatively a funnel to prevent spillage. * If engine has been working shut it off and allow a cooling down period. * Do not smoke or allow naked flame in the vicinity.

2.3 Protective Clothing and Safety Equipment

Listed below are the occasions when the various items of protective clothing and equipment are to be worn.

Safety vest When working within 3 metres of rail.

Eye Protection When working on or near to: (safety spectacles) track machines such as scarifiers that may throw stones; cold sets, rail drifts or expansion chisels; descaling, wire brushing and all power tools.

Goggles oxy acetylene cutting and welding;

Ear Protection When working on or near to: (ear muffs or plugs) - air compressors; - tie tampers; - chain saws; - noisy plant and equipment. If in doubt about the noise level, ensure that protection is worn.

Safety footwear: - Always when at work.

Leather Gloves: - when required at work.

Wet weather clothing: when working in wet weather.

All such clothing and equipment is for the safety and protection of the worker and it is his or her duty to see that it is worn when required.

If any such equipment is abused or lost, the matter must be reported to the Track Manager.

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3. FIRES AND THEIR PREVENTION

3.1 General

Employees must always exercise care with a view to preventing fires. Vigilance is necessary at all times. Advise the Track Manager of locations where any undue fire hazard exists.

3.2 In Case of Fire on Train Operation Days

Advise Train Control, giving quickly and clearly as much information as possible, including: * The exact location and extent of the fire. * Whether the fire may have been started by a train or as the result of any other activity. * Where the safety of train working may be affected. * Whether assistance is required from other fire brigade or CFS unit.

As soon as possible after the fire has been made safe, the Track Manager or nominee will inspect the area carefully, making notes and sketches of the origin and extent of the fire and details of damage and inspect the track to see that it is safe for traffic. A report on the incident will be forwarded to the Operations and Safety Manager.

3.3 Fire Prevention

3.3.1 General

Maintenance workers must be familiar with the location of fixed fire fighting equipment and water services including valves, stand pipes, hoses, etc. on their lengths. All equipment such as hose reels and extinguishers must be maintained to the current Australian Standard.

3.3.2 Storage of Flammable Liquids

SteamRanger complies with the conditions of the Flammable Liquids Act.

For the purposes of the Act, flammable liquids are classed in two ways:

Page 16 of 109 SteamRanger Perway Code of Practice Document TMT-01 Issue 7th July 2007 – FOR INFORMATION ONLY Class A Liquids - Petrol and similar highly volatile liquids

Class B Liquids - Kerosene, distillate, light oils, etc.

Small drums or containers in which flammable liquids are stored or transported must be strong, not react with the liquid and capable of being fully closed, so that the liquid cannot spill under normal conditions of handling or storage.

In addition, the following must be observed:

Do not store a) more than 100 litres (2 x 50) litres of Class A liquid or

b) more than 1,000 (5 x 200) litres of Class B liquid at any location unless kept in closed containers in a properly constructed and approved oil store or drum depot.

The above quantities do not include liquids stored in the fuel tank of plant or vehicles.

Remember the following points:

• No person shall smoke in any oil store or building where flammable liquids are stored.

* A dry chemical powder fire extinguisher should be available close to the storage depot.

3.3.3 Additional Points

a. Regular mowing of reserves, especially during the spring is a good method of preventing fires. If possible, the area mowed should be at least four metres wide, with the flails or cutters set l00mm above the ground. b. Trackside roadways should be sprayed with a knock down herbicide in early spring or as required so that they can act as a firebreak during the summer. c. Do not smoke close to flammable vegetation. d. Motor vehicles are a source of accidental

Page 17 of 109 SteamRanger Perway Code of Practice Document TMT-01 Issue 7th July 2007 – FOR INFORMATION ONLY fires.

Defective exhaust systems are extremely dangerous. Trucks and plant must be inspected frequently during summer months to ensure that:

- there are no leaks in the exhaust system to allow the escape of sparks or hot gases.

- dry grass or other flammable material has not accumulated against any part of the exhaust system.

Do not deliberately drive motor vehicles through long, dry grass except in an emergency. Exhaust gases may be hot enough to cause fires, even at the end of a long exhaust system.

Have fire extinguishers, Knapsack Sprays shovels, etc. available on all vehicles.

Burning material must not be carried on or thrown from any vehicle.

3.4 Equipment and Tools

3.4.1 Rotary Slashers and Flail Mowers

These are excellent for reducing tall green growth. They must be used with extreme caution near dry growth due to the possibility of starting fires (caused by sparks from steel on flints).

3.4.2 Knapsack Sprays

Knapsack sprays are the most important fire fighting and fire protection equipment used by gangs.

They must be examined and tested regularly. When not required for immediate use they must be drained and stored where safe from damage. At least one full knapsack spray in good working order must be carried during the fire restriction period on track vehicles, heavy track plant and

Page 18 of 109 SteamRanger Perway Code of Practice Document TMT-01 Issue 7th July 2007 – FOR INFORMATION ONLY tractors, used by Perway workers.

In addition a minimum of two or more if practicable knapsack sprays, with water supply, must be available during summer months wherever the following work is carried out:

* where mechanical plant is in use. * where welding or gas cutting is carried out. * where burning off is in progress. * where a fire is lit in the open for any other purpose.

NOTE: Permits are required for any burning off, or other use of open fires, welding/cutting/grinding, or using equipment that has the potential to throw sparks, in the open, during fire ban periods.

3.4.3 Water Tanker with Pump and Hose

This equipment must be used where emergency welding operations are undertaken on fire ban days.

3.4.4 Hand Tools

Any of the following tools have use in fighting grass and bushfires: * rakes and hoes - to separate burnt embers from unburnt fuel. * shovels - for chipping, scraping, beating, etc. Particularly useful in sandy country. Long handled shovels are most effective. * axes - at least one should be available for use if needed.

3.4.5 Portable Fire Extinguishers

The most important points about fire extinguishers to be remembered by Perway staff are:

* Read the instructions on the extinguisher before use. Dry chemical powder fire extinguishers can be used on petrol or oil fires or where there may be live electric wires.

* The common red painted fire extinguisher

Page 19 of 109 SteamRanger Perway Code of Practice Document TMT-01 Issue 7th July 2007 – FOR INFORMATION ONLY which expels water under pressure is no more useful than a knapsack spray for fighting fires and must not be used on burning flammable liquids or fires where live electrical wires are present.

* All track vehicles are required to carry a fire extinguisher, for use with either petrol, oil, electrical or general fires anywhere on the vehicle.

* If a fire extinguisher is used for any reason the matter must be reported promptly, to the Track Manager, in order that a replacement can be provided without delay.

* Fire extinguishers should be regularly examined to comply with current AS to ensure they are in operable condition.

Page 20 of 109 SteamRanger Perway Code of Practice Document TMT-01 Issue 7th July 2007 – FOR INFORMATION ONLY 4 CARE OF TOOLS, PLANT AND EQUIPMENT

4.1 General

Tools must be clean, neat and tidy, kept in their correct place.

Any hand tools that are worn, blunted or damaged should be repaired.

Each tool is designed for a specific purpose so do not misuse. For example - a spiking hammer must be used to drive track spikes - not a sledge hammer.

A supply of flags and targets must be kept in place ready for use should an emergency arise.

Track material must be stacked carefully with all bolts and actuating rods under cover to protect the threads. Timber sleepers must not be left unstacked nor uncovered or they will soon warp. Rails must not be left laying on an uneven surface as kinks develop which are very hard to straighten. Various types of fishplates must be stacked in separate groups.

4.2 Basic Care of Vehicles and Equipment

* Track vehicles must be locked when not in use and kept inside the compound. They must be cleaned regularly. * If plant or vehicles are faulty, arrangements must be made for their repair and if unsafe in any way, they must not be used until repairs are carried out. * All small machines must be kept under cover when not in use. * All oil level in engines of machines must be checked, and if required, topped up with the correct grade of oil as necessary. Make sure that the oil cap is put back correctly. * Stow tools and machines carefully when being transported. * Trucks must not be driven without a tailgate or board fitted at the back to prevent tools falling out. * The following must be checked regularly and comply with the manufacturer’s recommendations. • Coolant levels • Regularly serviced • Tyre pressure

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5. RIGHTS OF WAY AND FENCING

5.1 General

The width of the right of way is determined by the width of embankments and cuttings plus extra width required for access roads, drains parallel to the earthworks, and telephone pole lines.

The land is owned by the State Government.

5.2 Cleaning Up the Right of Way All material that is surplus to requirements must be picked up at the completion of each job, however small or big. Re-usable materials should be stacked in the depot compound or at other locations specified.

Removal of this material makes the maintenance of the right of way easier, as well as reducing the risk of damage to plant such as mowers. Furthermore, any materials left in the right of way is unsightly and there is the possibility of vandals placing such materials on the track and causing derailments.

5.3 Weeds and Growth The control of weeds and growth in reserves is an important part of Perway work for the following reasons: * Minimisation of fire hazard, particularly around stations and essential signalling and communications equipment. * Control of prescribed pest plants (a legal requirement). * To ensure that growth does not encroach within the structure gauge, or on train crews sight lines for signals, level crossings and pedestrian crossings. * to ensure that earth drains are kept clear of growth so that they function properly.

SteamRanger manages this process through the requirements of work procedure WPCS-03 Management of Railway Reserve.

5.4 Railway Trackside Signs There are a number of types of trackside signs along the line, their purpose is to give information to operating staff. 5.4.1 Permanent Speed Boards

Page 22 of 109 SteamRanger Perway Code of Practice Document TMT-01 Issue 7th July 2007 – FOR INFORMATION ONLY These indicate the maximum speed of trains over a section and are erected at the start of the section concerned.

5.4.2 Whistle Boards

These indicate to drivers that they should sound their warning device for a particular purpose, such as a level crossing. Curve speed boards and whistle boards are erected on the left-hand side of the track.

5.4.3 Kilometre and Half Kilometre Posts

These are erected along the track, usually on the down side. They are generally located about halfway between the track and the boundary, subject to the features of the actual site.

5.4.4 Fouling Discs

These consist of a circular metal plate at ground level painted white placed in the grounds adjacent to siding tracks.

They are placed at clearance points between lines (where 4 m track centres occur when tracks are converging or diverging) and indicate to traffic staff the point to where vehicles can be left standing.

Page 23 of 109 SteamRanger Perway Code of Practice Document TMT-01 Issue 7th July 2007 – FOR INFORMATION ONLY

6. FORMATION DRAINAGE AND EARTHWORKS

6.1 General

Earthworks are used in the construction of railway track to iron out, as far as possible, any difference in level in the natural surface of the country over which the line is built.

Embankments or "banks" (over valleys or depressions) and cuttings (through hills) are therefore employed to ease grades and so as to provide for the more economical operation of trains.

Where a high hill or mountain is met, it may be more economical to drive a tunnel, rather than excavate a cutting.

6.2 Formation and Drainage

A strong formation is necessary to ensure that the track retains a good line and level. Poor quality material in embankments leads to failure in the form of embankment material pushing up through the ballast and blocking the ballast drainage. Excessive moisture in the formation material weakens the formation. Therefore, good drainage is the most important factor in getting the best from the existing formation.

6.3 Slips in Earthworks

When an embankment becomes consolidated there is not much likelihood of parts sliding away. Where clay or similar type soils exist however, the Perway staff should be on the alert to detect any signs of movement particularly during wet weather.

Slips are more likely to occur in cuttings than in embankments, particularly those excavated in clay and exposed to the prevailing weather.

Should a slip occur in a cutting or embankment and foul main lines, the facts should be reported to the Track Manager, who will notify Train Control and the Operations Manager. All train movements are then cancelled until remedial action is undertaken.

Page 24 of 109 SteamRanger Perway Code of Practice Document TMT-01 Issue 7th July 2007 – FOR INFORMATION ONLY 7. PERWAY MATERIALS - PLAIN LINE

7.1 General

Plain line basically consists of rails joined together either by fishplates or welding, fixed to sleepers which are laid on crushed stone called ballast.

7.2 Rail

Rails are now generally supplied in 13.72 metres or 27.4 metre lengths, but for many years rail was supplied in 12.192 metre lengths (40 feet), the bulk of the rail in the Victor Harbor Railway is 40 foot lengths.

Most rails in track bear markings on the web showing Imperial units (pounds per yard). Rails manufactured since 1977 are marked in Metric units (kilograms per metre). A number of rails, originally rolled in Imperial units, are now rolled to the same dimensions, but described in metric units. In general, the number of the metric marking is half that of the Imperial marking, i.e. kilograms per metre is half of pounds per yard.

Rail dimensions (in millimetres) of most sections are:

Metric Units Imperial Units Head Height Base AS 60 kg - 70 170 146 53 kg (107 AS) 70 157 146 AS 50 kg - 70 154 127 47 kg (94 AS) 70 141 127 45 kg (90 AS) 70 141 127 AS 41 kg (82 AS) 63.5 136.5 127 40 kg (80 AS) 70 133.5 127 40 kg (80 A) 63.5 127 127

ITALICS Denotes sections currently rolled. All the other sections are not now available.

Rail renewal is a very costly business and every effort must be made to see that the greatest possible service is extracted from them.

Page 25 of 109 SteamRanger Perway Code of Practice Document TMT-01 Issue 7th July 2007 – FOR INFORMATION ONLY 7.3 Fishplates These are the steel connecting plates used to join rails together. Joints on opposite rail legs may be adjacent to each other (ie. square). Where staggered joints are used the effect on vehicle resonances should be taken into consideration. The types of fishplated joints recommended are 6 hole/6 bolts or 6 hole/4 bolts with the two centre bolts not used, see Note 1.

Fishplates are of such design and strength that they give maximum support to the rail ends, whilst at the same time allowing free movement of the rail within the fishplate for expansion and contraction. Joints should either be centrally suspended between sleepers or centrally supported, the former preferred.

Fishplates are so made that the bearing surfaces - known as seatings fit the rail accurately, the fishplates being wedged between the bottom of the rail head and the top of the rail base, but nowhere making contact with the web of the rail.

It is important that all scale and rust be removed from the fishplate seatings and the seatings oiled before fishplates, either new or secondhand, are fitted to the track.

Similar treatment should be given to any fishplates found in the track that do not allow free rail expansion and contraction.

Fishplates used to fasten heavy rails have alternate round and oval holes so that the fishbolt nuts, when tightened have three inside the gauge and three outside. This is so that a derailed wheel on either side, will only damage three bolts.

The centre of the first fishbolt hole from the end of the rail should be half the distance of the fishplate hole centres, less 3 mm. It can be seen from this that where fishplates (the most commonly used) have 127 mm hole centres the first rail hole is 60 mm from the rail end.

For 24 mm diameter fishbolts, use a 28 mm drill.

"EXPANSION GAP" is the name applied to the space between rail ends. The maximum expansion gap is 13 mm.

Most fishplates have two slots punched in the bottom angle of the plate, near the rail base, for spiking purposes.

Page 26 of 109 SteamRanger Perway Code of Practice Document TMT-01 Issue 7th July 2007 – FOR INFORMATION ONLY Spiking through these slots not only ties the joint firmly to the sleeper, but also forces the sleeper to act as an anchor to counter rail creep.

NOTES: [1] 6 hole/4 bolt joints should only be used where it is intended to weld the track. The "two centre bolts not used" refers to the bolt on either side of, and closest to the interface of the two rails.

7.3.1 Fishbolts

Bolts known as "fishbolts", which have a nut and a spring washer, are used to secure a pair of fishplates.

The fishbolts must be tightened enough to hold the fishplate firmly in place without causing it to "bind". Tighten the nut until the spring washer is flattened and no more. Only use one spring washer for each bolt.

Fishbolts are made with an oval shaped neck fitted to the shank, just under the head, which fits into a corresponding oval hole in the fishplate and prevents the bolt from turning whilst being tightened.

Fishbolt sizes for 107, 94, 90, 82 and 80 AS rail - oval neck 137 mm long x 24 mm diameter. For 80 A rail - oval neck 110 mm long x 22 mm diameter.

Keep surplus fishbolts and nuts under cover to prevent rusting of the threads.

7.3.2 Junction Fishplates

Where rails of different section or weight are joined using fishplates, special fishplates known as "JUNCTION FISHPLATES" are used.

A junction fishplate is so designed that each end fits a different specified rail and when applied to the track, ensures that the running face of the two different rail sections is in perfect alignment and level.

Junction fishplates are either left or right hand, depending on the side of the track for which they are required.

To determine right or left hand junctions:

Page 27 of 109 SteamRanger Perway Code of Practice Document TMT-01 Issue 7th July 2007 – FOR INFORMATION ONLY

Stand in the centre of the track with the heavier rail and look to the track with the lighter rail - the junction on your left hand is left hand junction and vice versa. "Welded junction" joints are now replacing junction fishplates. 7.3.3 Insulated Fishplates are used to electrically insulate one section of track from another for the operation of signals.

Most insulated fishplates on the SteamRanger Tourist Railway are manufactured in factories and consist of steel fishplates encased in special hard plastic material fixed to rails with special bolts. The rails are insulated from one other by means of an "endpost".

The whole assembly, which is about 3 metres long, is welded into the track and known as an "epoxy insulated joint".

Bond wires are lengths of galvanised wire used to connect rails electrically with another around fishplates, for the purpose ensuring that track circuits work correctly. Normally the fishplates would carry the electric current, but should they become rusty, the track circuit may not work, thus causing a signal failure.

7.3.4 Special fishplates, rail clamps, etc.

In certain cases of broken rails and broken fishplates and sometimes during re-railing work, it will be necessary to join rails with some emergency fishplate arrangement in the short term.

A temporary repair is:

Standard fishplates with half the holes slotted so that normal rail ends which have pulled apart by say 50 mm may be joined with or without a temporary short rail insert.

7.4 Welded Track

7.4.1 The Effect of Temperature

Page 28 of 109 SteamRanger Perway Code of Practice Document TMT-01 Issue 7th July 2007 – FOR INFORMATION ONLY A railway track is subjected to continually changing temperatures from sunlight to shade, from day to night, from summer to winter. A steel rail, free to expand and contract, will expand by 1 / 87,000 of its length for each degree centigrade rise in temperature of the steel and will decrease in length by the same amount for each degree centigrade fall in temperature of the steel.

That is, a single length of rail which measures exactly 12.192 metres (40 feet) at 30oC rail temperature will measure 12,188 metres at OoC (winter night) or 12.196 metres at 60oC(extreme summer day). In other words, a 12.192 rail may change its length by 8mm between extremes of summer and winter temperatures.

7.4.2 The Effects of Tension or Compression

Steel is an elastic material. A steel rail can be increased in length, slightly, by stretching it under a TENSILE force or decreased in length, slightly, by compressing it under a COMPRESSIVE force.

A useful comparison is to think of a steel rail as being similar to a long, thin, coil spring, which may be stretched or compressed by gripping the ends and applying forces in the appropriate directions.

Whether it is being stretched or compressed, the rail (or spring) will always attempt to return to its original length. If the stretched rail (or spring) breaks, the broken portions will jump apart. If the rail (or spring) is compressed too far it may buckle into a U or S shape in an attempt to restore itself to is free length and relieve the load on it.

The amount by which a steel rail may be compressed or stretched depends on the area of the rail section and on the force applied to it.

A 47 kg/m rail 12.192m long which has an end area of 592mm2 will increase its length by O.lmm for every tonne applied along it in tension, and will decrease in length by the

Page 29 of 109 SteamRanger Perway Code of Practice Document TMT-01 Issue 7th July 2007 – FOR INFORMATION ONLY same amount for every tonne applied along it in compression. That is, if we have a single length of 47kg rail which measures 12.192 metres, we can shorten it to 12.188 metres by applying compressive force of 40 tonnes or we can lengthen it to 12.196 metres by applying a tensile force of 40 tonnes. From the above, we can see that it is possible to make a rail change its length by doing two things to it:

a. by changing its temperature or b. by changing the forces applied along it

Looking at it another way:

If we have a long piece of rail which we rigidly fix at both ends so that the ends cannot move, then we will put the rail in compression if its temperature is raised or we put it in tension if its temperature is lowered.

Under an increasing temperature, the fixed rail is trying to expand and the amount of pressure on it is the same as that which would result if the rail were allowed to expand freely then compressed back to its original length.

Under a falling temperature, the rail is trying to contract and the tension on it is the same as that which would result if the rail were allowed to contract freely, then pulled out to its original length.

This explains the behaviour of rails when connected together in the various kinds of track we encounter on the Victor Harbor line. These are:

7.4.3 Jointed Track

Consists of short rails (i.e. rails no longer than 18 metres) bolted together with fishplates. When correctly laid, with joints open and working freely, the track is stress free. That is, it is neither in compression or tension. Changes in length of the rails due to

Page 30 of 109 SteamRanger Perway Code of Practice Document TMT-01 Issue 7th July 2007 – FOR INFORMATION ONLY temperature changes are accommodated by changes in the expansion gaps.

Ideally, jointed track can never buckle, however, it can buckle if rail creep is present, or if joints are frozen and kinked.

7.4.4 Butt Welded Rail (B.W.R 126 Km to 130 Km)

Consists of a series of short rails which have been flash-butt welded, or field welded together, but leaving some fishplated joints which are normally not more than 80 metres apart.

For rail temperatures above 40oC, butt welded track is in compression and for rail temperatures below 25oC it is in tension. Between 25oC and 40oC butt welded track is stress free.

Again this assumes that expansion gaps have been adjusted correctly so that no rail creep exists. In practice, welded rails always have some stresses in them at times when the temperature is changing due to the steel attempting to expand or contract against the holding force of the rail anchors and the sleeper fastenings.

7.4.7 Continuous Welded Rail (C.W.R.) There is no continuous welded rail on the SteamRanger Tourist Railway.

7.4.8 Welded Junctions

Junctions between rails of differing section can be made either by flash butt or thermit welding.

Flash butt junctions are made in a depot, but thermit junctions are made on site. Special or standard moulds adapted on site matching the two sections are used when thermit junctions are made.

7.5 Sleepers

The bearers that are laid crosswise under rails to tie the railway track are called "sleepers".

Page 31 of 109 SteamRanger Perway Code of Practice Document TMT-01 Issue 7th July 2007 – FOR INFORMATION ONLY They are manufactured in three materials, timber, steel and concrete, however, concrete and steel are not used on the SteamRanger Tourist Railway track.

The chief functions of sleepers are:

a. To support the rails b. To maintain correct gauge between the rails c. To provide a means of adjusting track level and alignment d. To distribute the load from the rails to the ballast.

7.5.1 Timber Sleepers Are used with baseplates on mainlines and on curves in sidings, generally with dogspikes holding down the rail but also increasingly with other fastenings.

The dimensions of timber sleepers are:

Broad gauge: Length 2.6 metres x Width 260 mm x Depth 130 mm Mass 75 kg

All new timber sleepers supplied are hardwood, usually redgum or jarrah.

A number (9000) of creosoted softwood timber sleepers are in the Victor Harbor Line.

Care must be taken to see that timber sleepers are laid in the track with the heart wood down unless there is some particular defect in the timber.

Should the heart wood be exposed to the weather the fibres will soon open and admit moisture, dirt and grit, and so shorten the life of the

Page 32 of 109 SteamRanger Perway Code of Practice Document TMT-01 Issue 7th July 2007 – FOR INFORMATION ONLY sleeper.

Sleepers are to be laid square to the rails on straight track and radially on curves (i.e. square to the rail at the location of the sleeper).

The best sleepers should be reserved for use at special places such as joints, curves or level crossings.

Most sleepers placed in track prior to 1972 were not baseplated and they were adzed mechanically. This provided a sloping base for the rail so that the head of the rail matched the contour of a new wheel - a slope of 1 in 20.

Stack sleepers neatly on level bearers, clear of the ground, otherwise they will warp.

Timber sleepers lose their utility by any of the following ways or a combination of them:

Bv breakage: Apart from those broken as a result of an accident, many break in the track and usually such failures take place under the rail. The continued sagging, bending or flexing cause sleepers to break usually where they have been weakened by track spike holes. Lack of, or improper methods of packing usually bring about this condition. They can also be broken by tamper operators dropping work heads on top of the sleepers instead of each side and also by regulating ballast with an incorrectly adjusted plough.

By being spike killed: When sleepers are weakened by excessive auger holes along the rail flanges they are said to be spike killed". As the greatest strength is needed directly under the rail, it is clear that every hole bored must, to some extent, weaken the sleeper.

By decay: Decay is the result of an attack on the sleeper by bacteria and fungi, which is a low form of plant life. Bacteria thrive under warm, moist conditions, so it can be seen how necessary it

Page 33 of 109 SteamRanger Perway Code of Practice Document TMT-01 Issue 7th July 2007 – FOR INFORMATION ONLY is to keep the track well drained.

By white ants White ants will attack sleepers and eat them out if the track is infrequently used.

7.5.2 Steel Sleepers Steel sleepers are manufactured in the form of an inverted trough with resilient fastenings to hold down the rail. These sleepers are shorter than timber sleepers. Steel sleepers are more difficult to pack than timber because the trough has to be filled with compacted ballast, however, when laid on face (every sleeper the same type) and machine packed they produce an excellent track.

7.5.3 Sleeper Spacing Sleepers are normally spaced at 760mm, centre to centre. The sleeper spacing is reduced at locations where the loading on the track is severe. In level crossings the sleeper spacing is usually 650mm.

Joint sleepers must not be placed more than 250mm from the end of the rail.

7.6 Rail and Sleeper Fastenings

7.6.1 Baseplates

Baseplates (sometimes called sleeperplates) are used to spread the loads on the sleepers over a greater area and reduce the rate of sleeper cutting. The also make the inside dogspikes effective in resisting lateral forces and reduce the working of the dogspikes in the sleepers.

Baseplates are canted on a slope of 1 in 20. Old style baseplates had a single shoulder on the high side of the plate. These have not been manufactured for many years. Current standard baseplates have a shoulder on each side of the rail base. These prevent the plate from skewing under the rail and help prevent sleeper skewing also.

Page 34 of 109 SteamRanger Perway Code of Practice Document TMT-01 Issue 7th July 2007 – FOR INFORMATION ONLY 7.6.2 Dogspikes Dogspikes (“dogs”) are manufactured from 19mm square steel bar, these being driven into a 19mm diameter hole. All resleepering should be undertaken with new or good second hand dogspikes of length 150mm.

7.6.3 Screwspikes

The traditional screwspike is made from 20 mm round bar, galvanised. It is 150 mm long with a square head and is screwed into a 16 mm diameter hole. Screwspikes can be used in place of dogspikes or for holding the baseplate onto the sleeper or lead timber.

7.6.4 Rexlock resilient spring clip fastenings provide a 1 tonne downward force to ‘clip’ rail to baseplates which are pinned or screwspiked to the sleeper.

7.6.5 Rail Anchors

A rail anchor is a resilient piece of steel so shaped that it clips to the bottom flange of the rail.

Note that rail anchors are manufactured to fit different rail sizes.

Rail anchors assist considerably in stopping the rail from moving longitudinally along the track. This movement is known as "rail creep". See section 8.6 for further details.

Points to remember when applying rail anchors are: a. Make sure that the anchors used are the correct size for the rail. b. The track must be fully ballasted for anchors to be effective. c. Anchors must fit snugly hard against the sleeper. d. Both rails must be anchored each side of the same sleeper. e. Avoid driving anchors along a rail as this destroys their spring grip. f. Avoid applying anchors when the temperature is below 8oC as they are apt to break under these conditions.

Page 35 of 109 SteamRanger Perway Code of Practice Document TMT-01 Issue 7th July 2007 – FOR INFORMATION ONLY

7.6.6 Resilient Rail Fastenings

Any fastening system which holds the rail firmly to a timber sleeper is an advantage over the traditional system of square dogspikes and rail anchors.

These systems all have the advantage that a rail may be changed out without damage to the sleeper and more quickly than traditional spiked track.

Another type of resilient fastening used is the lock spike. There are two types, one of which is used for holding sleeper plates tight to the sleeper, (as an alternative to screwspikes or screw locks) and the other which replaces the gauge holding square dogspike. When driven they expand to take a tight friction grip in the sleeper. Be careful when inserting them not to put them in the wrong way round as they may split the sleeper.

7.7 Ballast Ballast, in relation to railway track, is the crushed stone that is spread between the track formation and the sleepers. It should be hard enough not to crush, but not so hard that it does not interlock. It must not dissolve or soften when wet.

The essential functions of ballast are: a. To provide a resilient bed that will help absorb the shocks set up by vehicles travelling over the track. b. Transmit the weight of trains to the formation. c. To provide a means of adjusting the track level. d. To provide easy and complete drainage. e. To prevent the track moving either laterally or longitudinally.

Sleepers must be packed firmly under the rail and the packing gradually eased for a distance of 400 mm on each side, and the centre of the sleeper should be filled in loosely so that the track will not become "centre-bound".

Ballast is usually broken to 40 mm gauge; that is,

Page 36 of 109 SteamRanger Perway Code of Practice Document TMT-01 Issue 7th July 2007 – FOR INFORMATION ONLY any piece will pass through a 40 mm diameter ring.

Consolidated ballast is defined as ballast in a running track which has been undisturbed for a period of at least six months, or alternatively ballast that has been consolidated by a specialised on-track machine.

Page 37 of 109 SteamRanger Perway Code of Practice Document TMT-01 Issue 7th July 2007 – FOR INFORMATION ONLY

Page 38 of 109 SteamRanger Perway Code of Practice Document TMT-01 Issue 7th July 2007 – FOR INFORMATION ONLY

7.8 Check Rails

Check rails are lengths of rail attached to or near to the running rail and used to:

a. Provide greater safety at or on bridges. b. Strengthen the track structure at level crossings.

7.8.1 Check Rails at or on Bridges

Check rails are provided on tracks over bridges of more than 6 metres in length in order to prevent derailed wheels falling from the bridge and are spiked 300 mm from the running faces. The ends of these rails bent to the centre of the track so that wheels derailed before the bridge is reached are deflected towards the running rails.

The exception to the above are:

* Where the timber centres exceed 450 mm. * On double track where track centres are under 4 metres. * On bridges usually having centre girders or some other obstruction - in which case it is usual to have a 45 mm gap between guard rail and running rail.

Check rails are provided on tracks under bridges with piers to prevent derailed vehicles from hitting the piers and causing the collapse of the bridge. These check rails are spiked 300 mm from the running face.

When fitted on or near bridges, check rails are sometimes known as "guard rails".

7.8.2 Check Rails in Level Crossings

Check rails are used on heavily road trafficked level crossings in order to: * Retain the bitumen positively laid between the rails. * Prevent the rapid breaking up of the bitumen surface near to the running rails.

Page 39 of 109 SteamRanger Perway Code of Practice Document TMT-01 Issue 7th July 2007 – FOR INFORMATION ONLY The running and check rails are fixed together tightly with check blocks and huck bolts (see later for explanations) and the whole rail assembly is fixed to the sleepers with elastic fastenings and screw locks. The gap between the running and guard rails is 45 mm for rail tracks.

8. PERWAY MATERIALS –POINTS AND CROSSINGS

8.1 General

In order that trains or trams may be turned from one track to another, pairs or sets of points and crossings are necessary. Al1 point and crossing work, however complicated is built up from three basic components (together with plain rails) called:

* Points * V Crossings * K Crossings

V and K crossings are so named because their format resembles the letters V and K.

A pair of points, one V crossing, and intermediate closure rails forms a simple lead or turnout.

Point and crossing assemblies are made up in workshops of the following main components:

* Rail as used in plain track, but machined and/or bent as required. * Cast iron or cast steel distance blocks. * Special point slide chairs. * Cast manganese steel inserts are sometimes used to increase the life of crossings. * Bolts or swage fastenings to hold the components together.

Swage fastenings or "huckbolts" are made from special steel which are tensioned up by a specialised jack and then locked in position.

They do not require continual attention as do conventional bolts.

8.2 Points

Page 40 of 109 SteamRanger Perway Code of Practice Document TMT-01 Issue 7th July 2007 – FOR INFORMATION ONLY

A pair or set of points consists of four rails, two outer stock rails and two point blades planed to fit up to them.

The two point blades are fixed together by means of stretcher bars and can be moved to give passage to traffic to either one track or the other. The points move about a point in the assembly known as the heel.

Point blades on the SteamRanger Tourist Railway are moved manually, using levers, spring levers or cheese knobs.

There are three main types of points. i.e.

* Straight planed points with pivot heels * Straight planed points with fixed heels * Curved points with fixed heels.

8.2.1 Stock Rails

The stock rails are positioned outside the point blades and are continuous with the track rails.

Stock Rails for Straight Planed Points consist of pieces of rail cut to standard lengths, with holes drilled through the web at specified distance to take the heel bolts and distance studs.

The stock rail on the inner or turnout side must be given a bend or "set" in front of the point of the blade before fixing to the timbers.

4571 mm (20 ft) blades with 146 mm heel opening are bent 424 mm from the point.

This bend is not to "house" or protect the blade, but to enable correct gauge to be attained through the points.

To determine if the correct bend has been applied, stretch a string from the leading end of the stock rail along the running face, following along the closed blade to the heel. If the correct bend has been applied the string will touch along the entire length, excepting

Page 41 of 109 SteamRanger Perway Code of Practice Document TMT-01 Issue 7th July 2007 – FOR INFORMATION ONLY that section between the bend and about the first 380 mm of the blade. The gauge at the actual point of the point will be 10 mm wide.

The stock rail on the straight side must be laid in perfectly straight, with no attempt made to "house" or protect the blade. Should the demands of some particular location make it desirable to vary this practice, a special instruction will be issued.

8.2.2 Point Blades

The length of a point blade is measured from the heel to the toe of the point.

Pivot heel points are usually 4571 mm long and are generally used in sidings, however, some can be found in main lines.

Fixed heel points can be 6000 mm (curved point blades), 6095 mm, or 9142 mm long. There are none on the Victor Harbor Line.

How to Determine Hand of Point To determine whether a point blade is left or right hand stand in the centre of the track at the point of the blade and look towards the heel - the blade on your right is right hand point blade and vice versa. The same description applies to stock rails, heel blocks and pivot plates.

Point Slide Chairs Point slide chairs are used to: a. distribute the load from the stock rail to the timbers. b. support and provide easy movement of the point blade and hold the stock rail in position.

Distance Studs Distance studs are fitted to the stock rail of straight planed points and are used to:

a. secure the slide chairs to the stock rail. b. provide lateral support to the point blade.

Point Stops

Page 42 of 109 SteamRanger Perway Code of Practice Document TMT-01 Issue 7th July 2007 – FOR INFORMATION ONLY On the 6 metre curved point assembly the distance studs are replaced by "point stops" made of cast steel and fixed to the stock rail.

Heel Blocks Heel blocks are made from cast steel and are tapered to suit the angle formed by the point blade and the stock rail at that location.

They are used to maintain a fixed distance between the stock rail and the point blade.

Point "Throw" or "Travel" The standard opening for main track points is 115 mm. This is called the point throw or travel and is measured between the gauge side of the point blade and the running face of the stock rail.

Stretcher Bars Stretcher bars are pieces of flat steel, 60 mm x 20 mm in size, used to maintain a definite distance between the point blades.

They are bored on one end only when delivered, and have to be fitted individually to suit each particular location.

The centre of the hole to be drilled is established by closing one of the blades firmly against the stock rail on one side while the opposite blade is opened 115 mm at the point. Make sure that the opened blade is laying true on the chair slides.

4571 mm point blades are provided with two stretcher bars. 6000 m and 6095 mm point blades are provided with three stretcher bars. 9142 mm point blades are provided with five stretcher bars.

Actuating Rods The actuating rod connects the front stretcher bar with the spring lever or other means used to move the points.

Page 43 of 109 SteamRanger Perway Code of Practice Document TMT-01 Issue 7th July 2007 – FOR INFORMATION ONLY Facing and trailing Points Vehicles travelling through points from the point towards the heel are said to travel in a facing direction.

Vehicles travelling from the heel towards the point are said to be making a trailing movement.

8.3 Crossings 8.3.1 General Crossings consist of two types V and K. The Victor Harbor Line has “V” type crossings. They are Rail fabricated - made up of machined rail, blocks and bolts (or huck bolts).

8.3.2 'V' Crossings Are used in leads, diamonds and compounds. A drawing of a fabricated V crossing is shown on the following page.

'V' Crossing Angles Crossings are made to a variety of angles or ratios. They range from 1 in 4 to 1 in 15 and are each named after the angle that they represent, e.g. 1 in 6, 1 in 8, etc. In the 1 in 8 crossing, for example it will be found that for every 8 units that the crossing measures longitudinally it will spread one unit.

Theoretical and Working Points of 'V' Crossings Theoretically the nose of a crossing continues to a point where the gauge lines cross. This point is known as the THEORETICAL POINT or TRUE INTERSECTION POINT.

In practice the Theoretical Point has to be disregarded because of two reasons, firstly, the crossing would be too weak at the point to support heavy wheel loads, and secondly, the danger of a wheel flange striking the crossing or taking the wrong side.

Page 44 of 109 SteamRanger Perway Code of Practice Document TMT-01 Issue 7th July 2007 – FOR INFORMATION ONLY

Page 45 of 109 SteamRanger Perway Code of Practice Document TMT-01 Issue 7th July 2007 – FOR INFORMATION ONLY The crossing point is therefore cut back a specified distance to where the width is a workable thickness. This point is then called the WORKING POINT OR NOSE of the crossing.

To find the distance between the Theoretical and Working Points of a crossing, multiply the width of the nose by the angle of the crossing and the result is the distance in mm (millimetres).

EXAMPLE: Angle of crossing 1 in 8 14.25 (width of nose) x 8 114.00 mm

Distance between the Theoretical Point and Working Point of commonly used 'V' crossings:

No of Crossing

1 in 4 57mm 1 in 6 85mm 1 in 7 100mm 1 in 8 114mm 1 in 8 104mm (60 kg rail bound manganese)

1 in 8.75 111mm (rail bound manganese) 1 in 10 140mm 1 in 15 191mm (rail bound manganese) 1 in 15 214mm (rail fabricated)

8.4 Guard Rails

Guard rails are lengths of rail attached to the running rail and used to protect 'V' crossings in point and crossing work.

8.4.1 Guard Rails at 'V' Crossings Guard rails are used opposite V crossings to ensure that the wheel flanges of rollingstock travel through crossings without danger of derailment or damage to the crossing.

As guard rails are attached closely to the running rail, the foot of the guard rail must first be planed back on the side nearest the running rail so that correct clearance can be attained between the guard rail and running rail.

Page 46 of 109 SteamRanger Perway Code of Practice Document TMT-01 Issue 7th July 2007 – FOR INFORMATION ONLY They are attached to the running rail by means of bolts, washers and cast iron blocks (spacer) or heavy duty pipe spacers to ensure that the correct flange-way clearance can be maintained.

The ends of the guard rail are machined to a plane, or the guard rail is kinked so that the wheel flanges cannot hit the end of the guard.

In railway trackwork the flange-way clearance is 45 mm.

The flange-way clearance must not be permitted to exceed the standard dimension as excess width allows lateral movement of wheels when passing through the crossing. If this action does not cause a derailment, it will result in metal being sheared from the point and side of crossing. When it is noticed that the flangeways of a crossing contain metal shavings or chips, check for gauge and flange-way clearance.

The relationship between the crossing and guard rail can be better appreciated when it is realized that the wheels of rollingstock are fixed rigidly on axles to a standard measurement. The object of the guard rail, therefore, is to prevent the wheel flanges from "wandering" outside the gauge line when traversing the gap between the knee and point of the crossing. The service side of the guard rail and gauge side of the crossing opposite should always be kept 1 555 mm apart. The ideal to be aimed at is that the back of the wheel flanges engage the guard rail at all times and share equally with the fillet of the wheel on the opposite end of the axle, any lateral pressure of the vehicle.

8.5 Bearers, Plates and Fastenings

8.5.1 Bearers Special sleepers of various lengths called crossing timbers are laid under points and crossings. Crossing timbers are 260 mm wide by 130 mm deep except those laid under pivot heels which are 300 mm wide by 130 mm deep. All layouts on the Victor Harbor Line are laid on timber bearers.

Page 47 of 109 SteamRanger Perway Code of Practice Document TMT-01 Issue 7th July 2007 – FOR INFORMATION ONLY 8.5.2 Baseplates, Timber Bearers and Fastenings Prior to 1980, layouts used flat steel plates, cut with the necessary spike holes,between the rails and the timbers.

The types of plates encountered are: * Where the four rails are far enough apart 230 mm x 230 mm flat steel plates 16 mm thick with four spike holes are used.

* Where two rails are too close together to allow the use of the 230 mm x 230 mm plates, a pair of long narrow plates called "strap plates" are used to allow the best possible spiking of both rails.

* Various sizes of baseplates are used as required under crossings and guard rails.

8.6 Point and Crossing Layouts

8.6.1 The Lead The most simple layout is the LEAD or TURNOUT. This consists of a pair of points, a V crossing, together with rails, guard rails, fastenings, timbers, etc. and enables traffic to be lead from - or turned from - one line to another.

The length of a lead is measured between the heel of the points and the true intersection (or theoretical point) of the crossing. The most common type of lead found in the Victor Harbor line rail siding tracks uses a 1 in 8 V crossing with a 4571 mm pivot heel point.

8.6.2 The Crossover

It is formed by laying two leads back to back with their turnout tracks joined together.

8.7 Switch Layout Inspection

Switches on the Victor Harbor Line are inspected on a five (5) yearly cycle, with the main line first, then yard switches. A check sheet must be completed during this process. The following diagrams compliment the check sheets, and can be referred to during a switch layout inspection.

Page 48 of 109 SteamRanger Perway Code of Practice Document TMT-01 Issue 7th July 2007 – FOR INFORMATION ONLY

8.7.1 Switch Details (Nomenclature)

SWITCH THROW WING RAIL Should be 115mm

Page 49 of 109 SteamRanger Perway Code of Practice Document TMT-01 Issue 7th July 2007 – FOR INFORMATION ONLY

8.7.2 Switch Blade wear

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8.7.3 V Crossing – Nose wear

8.7.4 V Crossing to Guard rail gauge measurement (Only requires “Guard Check Gauge” 1. for straight lead, 2. for diverging lead)

Page 51 of 109 SteamRanger Perway Code of Practice Document TMT-01 Issue 7th July 2007 – FOR INFORMATION ONLY 9A.NATIONAL CODE OF PRACTICE – Infrastructure Vol.4 Part 3 The NCoP has been developed by DOTARS to provide best practice for rail infrastructure maintenance. It provides standards for use and is organised by the structure of AS4292. SteamRanger perway workers may use these standards, where this code is deficient, and only after reference to the Manager, Infrastructure Services.

9. INSPECTION PRACTICE AND MAINTENANCE

9.1 Inspection

Track inspection is carried out in three ways i.e. * Visually, by a track inspector, personally walking the track. * By running a track recording car over the track. This vehicle measures the gauge, superelevation and variations to top and line of the rails and records the data on hard disk. The data can be printed out in numerical or graphical form and in this data is used to prioritise maintenance work and assist in long term job planning. * By running a track vehicle over the track.

9.1.1 Visual Inspection

It is most important that this person is vigilant in carrying out duties so that if anything adversely affecting the track occurs, it is reported. Visual inspection will find many faults not found by the inspection and detection cars.

9.1.2 Inspection of Plain Line

9.1.2A Identification of Wide Gauge (Track Vehicle) a) All curved track should be checked for WIDE GAUGE once per month from a track vehicle.

b) All track should be checked for WIDE GAUGE once per year by foot.

c) WIDE GAUGE is 1619mm or more.

Page 52 of 109 SteamRanger Perway Code of Practice Document TMT-01 Issue 7th July 2007 – FOR INFORMATION ONLY Procedure a) When traversing a curve check all the dogspike heads securing the outer legs of both rails are parallel to the surface of the sleepers. If THREE or more are found to be pushing (head at an angle to the sleeper surface) check the gauge. b) The gauge is the measured rail gauge PLUS the SUM of the dogspike distortion. See Diagram below.

The rail is pushed OUT under the load of a train but may spring back when no traffic is on the line. It is VERY IMPORTANT to identify this wide gauge and correct it either by redogging or resleepering when 3 or more consecutive sleeper lengths are found defective.

c) If any sleepers are found to be broken they must be replaced at the earliest opportunity.

9.1.2B Identification of Narrow Gauge (Track Vehicle) a) All curved track should be checked for NARROW GAUGE once per month from a track vehicle.

b) All track should be checked for NARROW

Page 53 of 109 SteamRanger Perway Code of Practice Document TMT-01 Issue 7th July 2007 – FOR INFORMATION ONLY GAUGE once per year by foot.

c) NARROW GAUGE is 1595 millimetres or less.

Procedure When inspecting track NARROW GAUGE is usually detected by the presence of Slewed sleepers.

Remove all ballast from the trailing edge of the sleepers then with the aid of bars, push the sleeper back into its correct alignment, at right angles to the rail.

9.1.2C Periodic Track Inspection (Track Vehicle)

a) Short, sharp changes of cant, either on straight or curves (twist). Under certain circumstances twists can cause derailments and therefore must have immediate attention.

b) Badly or poorly packed sleepers. Low joints and pumping sleepers.

c) Loose or missing dogs, white powdered ballast may indicate a loose rail and hence loose dogs.

d) Signs of track subsidence.

9.1.2.D Visual Track Inspection by foot a) Broken or cracked fishplates. b) Loose, bent or broken fishbolts. c) Broken or cracked rail, especially near welds and rail ends (sometimes the fishplate hides the crack). d) Defective rail, including wheel burns. e) Badly seated rail. f) Incorrect expansion gaps. g) Ineffective (not snug against sleepers) and missing rail anchors. h) Rail creep. * Rail moving through fastenings, i.e. marks on rail foot made by dogspikes, anchors and clips. * Track which normally has satisfactory alignment developing kinks and knuckles on hot afternoon. * Varying sleeper spacing where sleepers are intermittently anchored. * Excessive top and side wear of rails.

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(i) Examine the web as well as the top of the rail during inspections. Pay particular attention to curves, because the outer rail has to withstand greater lateral pressure and may tend to tip over. Furthermore cracks in rails may develop between the head and the web, and between the foot and web.

9.1.3 Inspection of Ballast and Formation

Look for: Inadequate ballast shoulder. Shortage of ballast, especially in cribs. Clay or other slurry appearing, indicating pumping sleepers. Dirty or badly fouled ballast.

Check that: The formation is properly sloped to the cess or drains. Trackside drains are working properly and that run off is able to get away from the track.

9.1.4 Inspection of Points and Crossings

Look for: Worn or damaged points, bent, blunted or chipped, especially at the point. Worn or damaged stock rails. Bent or damaged stretcher bars, connecting rods, or gear. Loose, missing or broken heel blocks and bolts. Loose, missing or broken crossing blocks and bolts. Wide or spreading gauge. Twists (staggered holes). Levers, bent or broken at hand operated points. Cracked rails. Check rails, loose, broken, wide flangeways. Undue wear at crossing nose and wing rails. Obstructions such as stones in points. Points must work properly, close up firmly, and bear on all slide chairs. Dirty and poorly lubricated slide chairs. Condition of timbers, including packing of ballast. Full support is required, especially under the point heel and under the 'V' crossing.

Security of fastenings, including cracked or broken base plates and chair plates. The stock rail must

Page 55 of 109 SteamRanger Perway Code of Practice Document TMT-01 Issue 7th July 2007 – FOR INFORMATION ONLY not be able to move as this can allow points to be split. The points and crossing being driven out of square by rail creep, especially when in welded track.

9.1.5 Inspection of Track on Bridges

Look for:

Sleeper breakage or dislodgment. Bolts shorting out electrical circuits against the sleeper plates. Soundness of sleepers, including packings, where applicable. Correct type and placing of fastenings. Condition of fastenings. Condition of rails. Condition of joints. Condition and security of check rails. Condition and effectiveness of ballast walls. Poor top at each side of bridges and culverts. Signs of bridges and culverts subsiding, especially after heavy rains.

9.1.6 Inspection of Right of Way and Earthworks

Look for: Encroachments in the right of way by householders or other parties. Condition of boundary fencing and gates. Scrap materials and rubbish on the track or in reserve.

Growth of trees on adjoining land that: * Are liable to fall, or branches could fall, foul of the track, * Interfere with telephone or electric power wires, * Obstruct signals, trackside signs and scrapes trains, * Obstruct the view available to users at level crossings, * Are in any other manner a hazard or danger, * Are a fire hazard.

Page 56 of 109 SteamRanger Perway Code of Practice Document TMT-01 Issue 7th July 2007 – FOR INFORMATION ONLY High grass or other growth that: * Obstructs the view to users of level and pedestrian crossings and to train drivers * Is in any other manner a hazard or danger * Is a fire hazard

Look for in earthworks: Signs of movements in embankments, indicting slips or subsidence. Rock or earth falls indicating instability in slopes above the track. Loose material, rocks, rubbish and timber on slopes and hillsides above the track, signs of cracking and slipping in cuttings.

9.1.7 Inspection of Trackside Signs Check that:

Trackside information boards (temporary speed restriction boards, curve speed and whistle boards, kilometre posts, etc.) are present, where necessary,visible, legible and secure. Other warning boards (those at pedestrian crossings, etc.) are in good order, legible and secure. Boundary posts, and end of maintenance plates are present in their correct place.

9.1.8 Inspection of Level and Pedestrian Crossings

Look for:

Condition of road approaches and road and footwalk surface over crossings. Irregularities of line and top or scrape marks on the rails or road surface, which indicates that a vehicle has struck the crossing. If such signs are found, carefully examine the track for damage. Condition of fencing at level and pedestrian crossing, including maze ways.

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9.1.9 Track Recording Car Track Geometry Defects Limits have been specified in the Minimum Response Requirements and Allowable Train Speeds table below for the following geometry defect categories:  Gauge Gauge is measured between points 16mm below the top and on the gauge (or inside) face of the rails. Tight gauge is measured including any head flow present.  Horizontal Alignment Horizontal alignment is measured using the mid- ordinate offset (versine) of a 10m chord. Limits have been set based on the variation from the actual design versine. A fitted versine can be used in lieu of the design versine where the fitted versine still complies with the minimum design standards. At low speeds, that is defect bands A and B, the minimum radius negotiable by rolling stock is used as the basis for the limiting criterion.  Top (Vertical Alignment) Vertical alignment is assessed using two criteria, Short Top is measured using the offset 2m from one end of a 5m chord, and Long Top is measured using the offset at the mid-ordinate of a 20m chord.  Cross Level Cross Level is measured as the variation from the design difference in rail level.  Twist Twist is the variation in cross-level along the track and should be assessed using two criteria, Short Twist is measured over 2m and Long Twist is measured over 14m. Different long twist parameter limits apply in transition curves than in other track (ie. tangent and circular curves), where the long twist may be primarily the result of a designed cross level variation. The Minimum Response Requirements and Allowable Train Speeds Table groups defects into defect bands for each measured parameter and method of measurement. The track is also grouped into speed bands. The response category (ie. E1, E2, P1, P2, and RI defined in the Response Requirement Definitions table) required for a specific defect is determined from the intersection of the defect band (row) and the speed band (column). The Response Requirement Definitions Table specifies the minimum requirements for the response categories, that is

Page 58 of 109 SteamRanger Perway Code of Practice Document TMT-01 Issue 7th July 2007 – FOR INFORMATION ONLY the maximum period allowed for inspection and repair of identified geometric conditions.

The required response may be moderated by imposing a speed restriction. The response required is then determined using the restricted track speed. Management of the inspection and repair of a list of defects can therefore be achieved by adjusting the response requirements using speed restrictions.

The required responses defined in the Minimum Response Requirements and Allowable Train Speeds Table are based on isolated geometric defects. A more stringent response than that mandated by the geometry alone may be required taking into account the condition and rate of deterioration of the infrastructure both at the defect and on adjoining track.

Where the response required by the Minimum Response Requirements and Allowable Train Speeds Table requires inspection the location shall be subject to an unscheduled general inspection (refer Clause 3.1.2).

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Table A: Minimum response requirements and allowable train speeds. Measured parameters in mm under loaded track Maximum speed Gauge [6] Horiz. Short Cant [9] Twist [10] 80 70 50 30 20 align. top [8] Wide Tight 10m. 5m Short Long chord 2m 14m [7] >35 >20 >100 >22 >160 >25 >70 E1 E1 E1 E1 E1 32-35 19-20 55-100 20-21 120-160 23-25 61-70 E1 E2 E2 E2 E2 29-31 17-18 45-54 18-19 80-119 21-22 53-60 E2 P1 P2 RI RI 25-28 15-16 35-44 15-17 55-79 19-20 47-52 P1 P2 RIl Nil Nil 23-24 13-14 25-34 13-14 44-54 17-18 41-46 P2 RI Nil Nil Nil 0-22 0-12 0-24 0-12 0-43 0-16 0-40 RI Nil Nil Nil Nil Notes on table A: [1] All geometry parameters used are based on the loaded condition. Where static or unloaded measurements are taken, due allowance shall be made for the additional impact of loading and dynamics. [2] The measured parameter limits set in the above table are derived from commonly occurring defects in actual conditions. Normally occurring multiple defects are provided for in the limits set, for example top and twist defects would commonly be expected to occur together. In such cases the most stringent response criterion of the two shall be selected. Unusual combinations of defects which are considered to act together, for example: horizontal alignment with twist, shall require special attention. A more stringent response than that specified for rectifying the defects individually shall be considered. [3] Defect parameters selected represent only one range of defects historically specified by railway systems. Defect types including cyclic, excess cant deficiency and other types giving rise to rough track shall not be ignored. Assessments shall be made by observation and experience, including on-train riding. Each defect located in this manner is to be classified using the same response categories specified in table 4.3. Acceleration based measuring devices may also be used to identify defects of this type. [4] Actual defects shall be rounded to the nearest mm. when using this table. [5] Limits have been specified in table A for the geometry defect defined in notes [6] to [10]: [6] Gauge shall be measured, in mm, between the inside face of the rails, 16mm below the top surface. Tight gauge shall be measured including any head flow present. Wide gauge on curves where curve wear is part of the wide gauge may be permitted up to a maximum of 30mm without action, provided the track shall be secured against further widening (due to lateral movement of the rail) and the rail side wear limits are not exceeded. The table applies to track well-tied with timber sleepers only. For tracks with concrete and steel sleepers, where a higher than expected deterioration in gauge has been detected between inspections the track shall be subjected to an unscheduled detailed inspection and appropriate actions taken. [7] Horizontal alignment shall be measured in mm using the mid-ordinate offset (versine) of a 10m chord. Limits in the above table have been set based on the variation from the actual design versine. A absolute versine measurements (not variations from design) for simple and compound curves shall not exceed 100mm. At low speeds, the minimum radius negotiable by rolling stock is used as the limiting criterion. Note – on a 1m chord: 100mm versine = 125m radius. A fitted versine can be used in lieu of the design fitted versine is defined as a versine developed by the Track Geometry Car from measurements taken directly. [8] Top (vertical alignment) shall be assessed using short top, measured by the Track Geometry Car, in mm, using the offset 1.5m from one end of a 5m chord. Long top, measured manually, in mm, using the offset at the mid-ordinate of a 20m chord is only used in the construction of new track and is not relevant to on-going maintenance inspection, assessment and action. [9] Cross level (cant) defects shall be measured as the variation from the design difference in rail level, in mm. The absolute value of cross level shall not be allowed to exceed 160mm (anywhere). The maximum design negative cant is defined in paragraph 2.4.6 (d). For operational track where train speeds are above 40kph the absolute maximum negative cant limit shall be 10mm. For operational track where train speeds are 40kph and less the absolute maximum negative cant limit shall be 50mm. [10] Twist is the variation in cross-level along the track and shall be assessed using two criteria: short twist, in mm, shall be measured over 2m; and long twist, in mm, shall be measured over 14m. Different long twist parameter limits may apply in transition curves than in other track (ie. tangent and circular curves), where the long twist may be primarily the result of a designed cross level variation.

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Table B: Response requirement definitions Response Inspect Repair Other requirements category Emergency class 1, Immediately Immediately Assessment of the defect must be E1 made to determine if trains can be piloted; if so, trains shall only pass the site under the control of a pilot. Emergency class 1, Either before within 24 hours E2 the next train or within 2 hours (whichever is the longer) Priority class 1, P1 Within 14 days within 28 days [2] [1] Priority class 2, P2 Within 28 days within 6 months [1] [2] Routine inspection, Monitor as part of routine track RI inspection and consider for planned maintenance and strategic upgrading requirements. Notes on table 4.3 [1] In the event of failure to inspect reported faults by the specified time the allowable vehicle speed must be reduced by at least one speed band. A revised inspection period in line with the lower speed band may then be used. If the defect is subsequently inspected the speed may be raised to the higher band subject to repair being achievable within the nominated period for the higher band. [2] In the event of failure to repair as the specified time approaches, the fault must be reassessed on site prior to the time limit expiring and the allowable vehicle speed shall be reduced by at least one band. When the last speed band is exceeded trains may continue to run at a maximum speed of 20kph subject to re- inspection each 24 hrs.

9.1.9 General

When carrying out inspections, check that:

The track is clean and tidy. There is no insecure wire or metal near the track that could interfere with the operation of track circuits. There is no work proceeding which necessitates the imposition of a speed restriction, especially by outside parties. There is no work proceeding close to the track which could infringe clearances. Particularly after heavy rains look for: Signs of cracking, slipping, subsiding or scouring of embankments. Unusual water flows or ponding indicating blocked culverts or drains. Excessive debris build-up around bridge piers or scour near abutments and piers. Blockage of culverts and drains including the

Page 61 of 109 SteamRanger Perway Code of Practice Document TMT-01 Issue 7th July 2007 – FOR INFORMATION ONLY watercourse upstream and downstream of culverts. Blockage or creeks in the vicinity of bridges.

In tunnels look for:

Signs of instability and cracking and fretting in or impact damage to tunnel linings.

9.2 Right of Way Maintenance

9.2.1 Weeds and Growth Control

The growth of weeds, shrubs and trees should be controlled carefully. Grass and shrubs growing on embankment faces should be encouraged to prevent scour. If similar growth is possible on cutting faces, it should also be encouraged. Trees in undesirable locations should be removed while they are small and easy to remove.

Application of residual herbicides must be made with care, particularly near waterways or growth on adjacent properties to avoid damage to other people's trees, gardens and crops, and possible damages claims.

Particular attention must be paid to declared Pest Plants, the names and description of which will be advised from time to time.

Periodical application of herbicides over the whole track width is aimed at keeping that area clear of growth to facilitate drainage. Trees, shrubs and high grass in the vicinity of level and pedestrian crossings, that may obstruct the public view of approaching trains, should be removed. If similar growth occurs on neighbouring properties advise the Track Manager so that the matter can be taken up with the owner.

The application of herbicides, mowing and slashing and grading of firebreaks are preferred as control methods over burning off, which is both risky and labour intensive.

There are two types of herbicides used, i.e. * Residual - these herbicides are applied usually by spraying during late winter in

Page 62 of 109 SteamRanger Perway Code of Practice Document TMT-01 Issue 7th July 2007 – FOR INFORMATION ONLY order to stop new growth from appearing. * Knockdown - these herbicides are applied during late spring or after summer rains in order to control growth such as couch grass, caltrop and wild oats. Several applications of knockdown herbicides may be necessary to successfully control some species of weeds.

9.3 Formation and Drainage

Do not leave holes in the formation to trap water.

Cesses must be kept below the level of the bottom ballast.

Drains and ditches that have either silted up and/or become overgrown with grass and weeds should be cleaned out and restored to their original size and grade. Side drains must be kept clean, in particular drains located above cuttings. Run-off from heavy rain may cause much damage to the cuttings if this is neglected.

Keep the toes of cuttings clean, with a slope away from the track for drainage. Place the removed material well clear of cuttings and drains. Silt is soon washed back again if thrown near the lip of the cutting or on the cutting face.

Water must not be allowed to flow close to the toe of an embankment - a separate drain at least one metre away should be provided.

See that drainage sumps and drainage pipes are kept clean and clear of silt. Outlets must be kept clear of silt build up.

Failure to attend to drainage can lead to major troubles and costly repair work, which may have to be done at inconvenient times.

Sleeper "pumping" is a track failure that develops over a period of time and requires prompt attention. It is the action of sleepers being alternately depressed and recovering with the passage of each wheel. Water flows in and is forced out from beneath the sleeper with this action carrying with it fine particles of the packing. In this manner the packing

Page 63 of 109 SteamRanger Perway Code of Practice Document TMT-01 Issue 7th July 2007 – FOR INFORMATION ONLY is soon ruined and holes develop in the track.

Experience has shown that in most cases of "pumping" sleepers most of the water and silt escapes under pressure at the sides below the rails. When dry, this silt forms a barrier against free drainage between adjacent sleepers. After this stage is reached, silted water is squirted upwards against the ends of railcars, wheels, and under carriages of rollingstock and locomotives by the action of passing trains. A track suffering badly from "pumping" sleepers is an unpleasant proposition for all concerned.

"Pumping" is usually brought about by:

1. Dirty ballast (preventing free drainage). 2. Faulty packing. 3. Rocking sleepers (centre bound sleepers will be dealt with later). 4. Weak sleepers. 5. Holes in the formation.

The vibration effects of traffic accelerate this type of failure over fishplated joints, V crossings and rough welds.

It is particularly important to ensure good drainage around mainline turnouts and crossings.

9.4 Track Level and Alignment

Track level, alignment and gauge are factors closely connected with each other and determine, to a large extent, the safety of trains.

If these factors are neglected and permitted to become faulty they may cause damage to track material and rollingstock, discomfort to passengers and in extreme cases, derailments may result.

Maintenance staff must be ever on the alert to discover and remedy any faults as neglect has a cumulative effect and results in the track deteriorating at an ever-increasing rate.

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9.4.1 Track Level

When the track formation or the ballast subsides irregularly the condition is reflected in uneven rail level and is known as a "hole" in the track.

Quite frequently such "holes" develop at welded joints, but they are more likely to develop at fishplated joints.

If a "hole" is on one rail only, or a series of diagonal "holes" develop, trains will lurch from side to side so knocking the track out of line and extending the trouble.

Track is said to be "Centre Bound" when the ballast that normally supports it from under and near the rail has been depressed and the support area has moved to the centre of the sleepers, causing the track to rock under traffic.

This condition must ultimately be corrected by giving the track a lift, usually with a tamping machine. Centre binding can cause:

* Trains rolling from side to side. * Sleepers to bow and/or break. * Track to go out of line. * Irregular gauge (on timber sleepers). * Rail creep.

"Holes" in the track are rectified by manual lifting and packing, using compressors and tie tampers.

9.4.2 Manual Lifting and Packing

Do not lift more than can be packed in the time available. Track lifted but not packed is not only a waste of time but also dangerous.

Make full use of the straight edge and spirit level to obtain correct cross level. If there is a high point on one rail, see that you work towards that point.

When lifting both rails, do not pack out one rail before the opposite rail has been brought

Page 65 of 109 SteamRanger Perway Code of Practice Document TMT-01 Issue 7th July 2007 – FOR INFORMATION ONLY to required level. If one rail is lifted and packed, and the opposite rail then lifted, this will:

a. raise the first rail above required level. b. lift the newly packed sleepers from their new packing. c. move the support area from under the rail to the sleeper end, resulting in undue stress in the sleeper.

When it is necessary to lift one rail only, be sure to tighten the packing under and inside the opposite rail.

If sleepers are not packed firmly inside the rail they tend to bow under traffic and may eventually break. Slewed sleepers tighten the gauge.

On curves the inner (low) rail must first be brought to the required level and then the super-elevation be applied to the outer (high) rail. Remember that a hole on the inner rail of a curve is every bit as dangerous as one on the outer rail.

Lifting jacks should be used from outside the rail. They are easier to insert in this way and easier to remove should an emergency arise.

See that the base of the jack is perfectly level on its bed, otherwise the jacking may push the track out of line.

Ballast must be cleared from the cribs enough to allow access to push the ballast directly under the sleeper for its full width. The packing of all sleepers should be of uniform firmness, except that joint and shoulder sleepers should be especially well packed. Ballast should be packed firmly under the rail and for a distance not more than 300 mm each side of the rail foot.

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If ballast is packed near the centre of the track, this will accelerate centre binding.

9.4.3 Manual Slewing

Align the track before and after spot lifting as it will generally be found that it has been knocked out of line where holes exist.

When slewing the track, bars should be driven into the ballast against the rail base so that they are nearly vertical.

If driven under the rail at an acute angle, there is a tendency to lift the track.

As a general guide, slewing must not be carried out when the temperature exceeds 30oC.

Slewing jacks are useful for moving kinked joints and track back into line.

9.4.4 General

For both lifting and slewing, a man with a good "eye" looks along the track and signals to the jackman or the slewing gang until he considers the track is in the right position. This man must stay well back from the work, generally not less than 15 metres, or he will be unable to judge the lift or slew correctly.

Track over rail bridges, even ballasted deck bridges, will remain at true level while the track supported on the adjacent fill material is likely to settle. Often there is a gap between the sleeper base and the ballast which is not reflected in the visible track top.

Page 67 of 109 SteamRanger Perway Code of Practice Document TMT-01 Issue 7th July 2007 – FOR INFORMATION ONLY

Occasionally watch a train go over such places and try to calculate the rail depression. Otherwise, actually open out beside one sleeper to check it. If it is significant, tamp the sleepers in that area.

9.5 Spiking Dogspike Specifications a) Australian Standard 150mm x 19mm square section with trimmed head used in either TANGENT/CURVED baseplated track OR TANGENT/CURVED non baseplated track.

b) Australian Standard 125mm x 19mm square section with trimmed head used in either 1) TANGENT non BASEPLATED track 2) TANGENT BASEPLATED track inside dogs only.

Dogspike hole specifications (1) Dogspike holes to be 19mm diameter for hardwood sleepers (2) Dogspike holes to be 15mm diameter for softwood sleepers

When boring holes for dogspikes or lockspikes, see that: a. The hole is bored accurately against the foot of the rail. b. The bit is held perpendicular so that the hole is bored straight up and down. c. The hole should not be bored right through the sleeper so that the drill bit is not blunted when it hits the ballast. d. In the case of sleepers without baseplates, or with single lip baseplates, both inside holes are bored on the same side of the sleeper and both outside holes on the opposite side. Without baseplates the "stagger" of the holes should be not less than 50 mm and the holes not less than 70 mm from the sleeper edge on new sleepers.

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This prevents sleepers skewing under traffic. See diagram below.

In the case of new sleepers with double lipped baseplates, dogspikes should be driven in the holes of the plate that are nearest to the sleeper edge to get the benefit of the edge timber while it is new. The double lip arrangement will prevent the sleeper from skewing.

Page 69 of 109 SteamRanger Perway Code of Practice Document TMT-01 Issue 7th July 2007 – FOR INFORMATION ONLY

Dogspike Insertion Positions In Baseplates

When spiking, take care to see that each spike is entered vertically and driven straight down with its shank touching the edge of the rail foot. If the spike is set or driven at an angle, this will damage the timber more than necessary and enlarge the hole, and lessen the holding power of the spike. Do not attempt to drive a spike unless the full hole is visible from above just clear of the rail foot. If the rail foot fouls the hole, the spike cannot be driven straight, therefore the sleeper must be moved, or the rail held clear until the spike is

Page 70 of 109 SteamRanger Perway Code of Practice Document TMT-01 Issue 7th July 2007 – FOR INFORMATION ONLY fully driven. See the section on Gauging for further details.

Do not overdrive spikes. When the nose of the spike is resting firmly on the rail base, any further blows bend the neck back or cause the spike to "jump". In each case, the holding power is reduced.

Both when boring and spiking by hand, see that the sleeper is hard up underneath the rail foot, otherwise the hole may be in the working place, or the spike cannot be fully driven. When driving spikes with a pneumatic driver, this does not apply.

Care must be taken not to mark the rails with the spiking hammer. Such blows can cause small fractures which can develop into rail breaks.

When spiking joint sleepers with angle type fishplates, enter the dogspikes in the fishplate notches with the nose facing away from the fishplate. This ensures that the neck of the spike is not bent back by having the nose fouling the fishplate.

Ensure that spikes are not too long when spiking on bridge girders. Spikes driven through the sleepers onto a girder can cause a failure to the electrical signal system.

Holding down bolts and washers on bridges must also be kept clear of the rails for the same reasons. When working on track care must be taken to see that bars, etc. do not make contact across the rails.

Beware of bond wires at fishplated joints on track circuits. These must not be broken or bent out of place.

9.5.1 Respiking

When the original spike holes have enlarged and the spikes become ineffective, it is necessary to re-bore and re-spike the sleeper where the timber is sound.

It is essential that the rail, particularly long welded and continuous welded rail, be fixed to all sleepers so that every sleeper plays its part in holding the rail against

Page 71 of 109 SteamRanger Perway Code of Practice Document TMT-01 Issue 7th July 2007 – FOR INFORMATION ONLY buckling in hot weather.

9.5.2 Spiking on Curves On sharp curves, the use of four or even six spikes in a baseplate under the outer rail or even both rails is necessary to hold gauge. Additional spikes should be inserted, subject to the condition of the sleeper when the original spike holes have enlarged and the original spikes become ineffective. Screw spikes are very effective in refastening as they rarely cause sleepers to split.

9.6 Gauging

The gauge is the distance between the inner or running faces of the two rails measured 16 mm below the top of the rail.

Non-uniform gauge will create the risk of rough train running and track misalignment.

Uniform gauge is achieved on steel sleepers automatically. On curves, the gauge may become wider with rail wear but it will remain very nearly uniform.

On timber sleepers, however, the gauge may vary for many reasons such as:

a. Inaccurate boring at construction stage. b. Shrinkage of timber as it dries out. c. Variable quality of timber and uneven deterioration of the timber in the spike holes. d. High lateral forces on the outer rail of curves. e. The mixing of new and old sleepers as a result of "spot" resleepering.

When spot resleepering ensure that the track gauge is laid perfectly square across the track when it is in use.

When resleepering or gauging on a face, gauge and spike every third sleeper and it will not be necessary to use the gauge for the other two.

Beware when checking the gauge on curves that the gauge reading is a true reflection of the track condition. IF the sleepers are in a poor condition,

Page 72 of 109 SteamRanger Perway Code of Practice Document TMT-01 Issue 7th July 2007 – FOR INFORMATION ONLY the spikes may push out or be throat cut. Under these conditions the track may be considerably wider under traffic than the gauge shows. Always look for signs of the rail pushing. The true or dynamic gauge is measured by the track recording car. Regauging curves involves considerable expenditure on account of the damage done to sleepers by reboring but it is a requirement to re-gauge curves when they become 18 mm wide when the gauge is measured by hand (statically).

9.7 Resleepering

There is no use packing a sleeper which is broken or unable to carry the weight of traffic. Spot resleepering is only renewing enough sleepers to ensure that the track is "tied up" adequately (Section 9.1.2A). "On face" sleeper renewal work is carried out when tying up is not practical or the track cannot be slewed.

When spot resleepering care must be used to see that the beds are not broken up more than is necessary. The new sleeper should have just enough clearance to seat firmly without interfering with the good running top of the track. If this is done, the bed of the renewed sleeper will become consolidated much quicker than otherwise would be the case.

Each sleeper should be packed firmly under the rail, the packing gradually eased for a distance of 400 mm on each side.

When resleepering welded track on warm to hot days watch closely for signs of a track buckle.

Cease resleepering and return ballast to the bays and end of the sleepers immediately any movement is noticed, and await more favorable weather conditions.

9.7.1 Sleeper Renewal

When determining sleeper renewals it is important to consider: * The amount and weight of traffic over the section. * Train speed over the section. * The state of adjoining sleepers.

Page 73 of 109 SteamRanger Perway Code of Practice Document TMT-01 Issue 7th July 2007 – FOR INFORMATION ONLY Rules for sleeper renewal: a. Renew if it is broken under the rail footing. b. Renew if it will not effectively bear the rail. c. If it will act as a bearer but will not hold gauge, then renew only if it does not have at least one neighbour which is a good bearer and gauge holder.

Thus, if there are 1 or 2 sleepers in a row which are good bearers but are not holding gauge, do not renew.

If there are 3, 4, or 5 sleepers in a row, which are good bearers but are not holding gauge, renew one. if 3 in a row replace the worst one; if 4, replace worst of nos.2 or 3; if 6, 7, 8 - replace two; if 9, 10, 11 - replace three, etc.

Note - you should attempt to restore gauge holding in bearers by cross boring before finally condemning a sleeper for not holding gauge.

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9.8 Rail Creep

9.8.1 General Rail creep is the longitudinal movement of rails moving bodily in a common direction. Creep must not be confused with rail expansion which is caused by temperature variations.

Some of the main causes of creep are:

* The constant use of train brakes when approaching stations or on downgrades. * Incorrect rail expansion gaps. * Loose fastenings and anchors.

Creep can occur in one rail, or both rails, or even in both rails moving in opposite directions.

Creep can be identified by:

* Out of square sleepers and gauge tightening where differential creep occurs. * Varying sleeper spacing where 1 in 3 sleepers are anchored. * Rail anchors not snug to rail. * Marks made by dogspike, clips and anchors on the rail foot. * Small mounds of ballast appearing consistently one side of effectively anchored sleepers, and corresponding hole in the ballast on the other. * Misalignment and maladjustment of points and crossings. * Track which normally has good alignment develops knuckles and kinks during hot afternoons.

If creep is allowed to continue unchecked, it eventually will lead to a track buckle.

9.8.2 Creep in Butt Welded Rail Track

If sleepers move with the creep, as they must if rail anchors are hard up against timber sleepers, or at notched fishplated joints, the sleepers will skew across the track, causing uneven gauge. With butt welded rail some expansion gaps may close

Page 75 of 109 SteamRanger Perway Code of Practice Document TMT-01 Issue 7th July 2007 – FOR INFORMATION ONLY in the summer, and in the next winter when the gap re-open again the rail will creep further. This leads to too much rail in some places and not enough in others, leading to a danger of buckles in hot weather and pull aparts in cold.

9.8.3 Control of Creep Creep can be controlled to some extent by the use of rail anchors.

Steel sleepers fitted with elastic fastenings resist creep well, and timber sleepers fitted with elastic fastenings are less likely to allow creep their conventional spiked and anchored track.

If the existing anchors cannot control creep, pull the rail back to its correct position then apply new rail anchors and/or fit resilient rail fastenings to the sleepers.

9.9 Rail Handling, Cutting and Drilling

Rail may be easily cuppled or bent if it is not handled carefully so when unloading rails from road or rail trucks, do not drop them or leave them unsupported on uneven surfaces.

Care must be taken when rails are moved or lifted by tractors or front end loaders. Rails must not be dropped from loader buckets, they must be placed carefully on the ground.

Cutting and Drilling

Rail, which is permanently left in track, must have been cut and drilled by a saw or drill. The cutting and drilling is carried out using tools powered by small petrol motors.

Marking the centre of the hole to be drilled should be carried out using an appropriate template or equivalent. Holes should be drilled square to the web via use of an appropriate guidance mechanism. Drilling requires appropriate cooling of the drilling tool.

The location of boltholes for the installation of mechanical rail joints should be in accordance with the dimensions defined in AS 1085.2 and AS 1085.12. In all other cases the centre of drilled holes should be within 5 mm of the neutral axis of the rail and for rail sizes of 41 kg/m and greater should not be greater than 28 mm in diameter.

The oxy-cutting process is widely used. Many gangs

Page 76 of 109 SteamRanger Perway Code of Practice Document TMT-01 Issue 7th July 2007 – FOR INFORMATION ONLY are issued with oxy-acetylene equipment for minor cutting or blowing jobs or for use in emergency repairs to the track.

Oxy-acetylene equipment must only be used by employees who have been certified as competent to use such equipment.

Except in emergency, or during normal thermit welding procedures, mainline rails must ON NO ACCOUNT have holes blown in them or have pieces cut from any portion of the rail by an oxy-gas process.

Where rails in a mainline have been oxy-cut in emergency and left in that condition a speed restriction of 20 km/h must be imposed and MUST REMAIN IN FORCE UNTIL PERMANENT REPAIRS HAVE BEEN CARRIED OUT, or the rails affected by gas cutting have been welded up or replaced.

Oxy-cut rails may be left in track in sidings subject to the approval of the Track Manager.

9.10 Maintenance of Welded Track It is important to remember that buckles or pull aparts are not caused by weather alone. There is always some maintenance defect, which causes the track to become over stressed at times of extremely high or low temperatures.

Some Points to Remember are:

l. Keep a careful watch on the behavior of expansion gaps particularly as the seasons change. Seek advice if rail creep is suspected, particularly near fixed points such as level crossings or leads and at the bottom of gradients.

2. Joint maintenance is most important on B.W.R. Keep bolts tight, with joint and yard sleepers well drained, and packed on clean ballast.

3. Keep shoulder and crib ballast to the required standard. If ballast is disturbed for any reason, watch the disturbed track closely for some weeks until it settles down under traffic. Speed restrictions may be necessary in hot weather.

Page 77 of 109 SteamRanger Perway Code of Practice Document TMT-01 Issue 7th July 2007 – FOR INFORMATION ONLY 4. Local misalignments, crippled rails, badly lined welds or kinked joints are serious points of weakness in welded track and should be corrected before summer.

5. Any major slewing may alter the length of the rail and make complete re-stressing necessary.

6. Rail anchors must be checked and adjusted before seasonal weather changes occur. This is equally important for either B.W.R. or C.W.R.

7. Sometimes, track, which threatens to buckle in summer months, may be stabilised quickly by running additional ballast. Such action should always be regarded as temporary, pending permanent correction of the defect when weather conditions are suitable. Over ballasted track should not be left until the following winter when permanent wetness may cause rapid deterioration of the sleepers and fastenings, followed by gauge spread. Moreover inspection of the fastenings and sleepers is impossible.

8. Be particularly careful to prevent buckles on other places where misalignment could cause danger by the fouling of structures close to the line.

9. Do not carry out work that can disturb the track when the shade temperature exceeds 30oC. Such work includes: * Manual lifting and parking. * Slewing manually. * Tamping, lining and ballast regulating. * Maintenance resleepering.

9.11 Track Buckles

Track buckles occur when there is too much rail in the track for the rail temperature and usually occur during periods of hot weather in the latter part of the day. Any rail misalignment due to a loose dogspike or any other cause can be a starting point for a buckle.

Extra forces in the rail during the passage of a train may start small sideways movement of the track, which may be enough to start the track moving and a buckle results.

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Buckles can occur in short railed track if the joints are tight and frozen, and in long welded and continuously welded track.

If a buckle occurs, it may be necessary to slew the track to allow traffic to pass.

When slewing out buckles ensure that the sleepers are not too far off their original beds, and that the relocated track has adequate clearance from any adjacent track and structures.

A temporary speed restriction (usually between 15 and 25 km/hr) must be imposed over the buckle site until the track can be: * Slewed to its correct line. * Fully boxed up. Additional ballast may be required. * Anchors fitted properly and fastenings tightened up if necessary.

9.12 Pull-Aparts and Broken Welds

Pull-aparts occur when there is too little rail in the track for the rail temperature and usually occur during cold nights.

As rail in welded track is always in tension when the rail temperature is below 38oC, there is always the possibility of pull-aparts occurring at say defective welds.

Pull aparts can also occur in B.W.R. track and in short rails. In this case the pull-apart usually occurs at a fishplated joint.

Pull-aparts on welded track are nearly always detected because if the rail is broken clean through. Track circuits are affected thereby causing a signal failure. In such cases perway staff are called to effect temporary repairs.

Pull-aparts at fishplated joints are not detected in this way and their discovery depends on the vigilance of track inspectors and train crews. Pullaparts at fishplated joints are caused by bent or broken fishbolts and/or broken fishplates.

9.12.1 Pull-Aparts at Fishplates

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The following action is to be taken when a pull-apart at a fishplated joint is found: (a) Get to the site as quickly as possible with gang tools and arrange protection with 'obstruction warning' and 'obstruction stop' signals. (b) Inspect it carefully and decide whether or not train movements may resume.

If the rails are well aligned and reasonably well supported by sleepers, traffic can safety traverse a gap of up to about 100mm at dead slow speeds (5 km/h).

(c) Advise control of the circumstances and proceed with the repair remembering to carry out the necessary safe working procedure. If the pull apart occurred during night time, the rails might expand enough as the temperature rises during the day to replace the broken or defective parts without pulling up the rail. If slotted fishplates can be fitted temporarily, a short piece of rail can be placed in the joint to provide a running surface, and removed before standard fishplates are bolted up, effecting the permanent repair.

9.12.2 Broken Welds

The problem of a broken weld in the track is similar to that created by a broken rail or broken fishplates. Al1 of these situations must be treated with the same high degree of urgency.

Probably most broken welds will occur in the early hours of the morning during winter.

Things to do in order are:

(a) PROTECT Train Movements in accordance with the rules. Get to the site as quickly as possible, and notify Train Control of the exact location. (b) INSPECT the Break Carefully, noting: * Is it a clean break or are there signs of the rail ends cracking or shattering? * Have the ends pulled apart, and if so by how much? * If pulled apart, are the broken ends

Page 80 of 109 SteamRanger Perway Code of Practice Document TMT-01 Issue 7th July 2007 – FOR INFORMATION ONLY in line, and is the track gauge correct? * Are the broken ends secured against movement sideways? * Are the broken ends supported sufficiently to take wheel loads?

(c) DECIDE whether train movements can resume and if so at what safe speed?

Erect trackside signs accordingly and inform the Train Controller of what has been done.

(d) Temporary Repairs: Must be carried out as soon as possible.

Use four clamps per pair of fishplates (two may be used in emergency, one each side of the broken weld). After the passage of the first train the clamps must be re-tightened and thereafter inspected frequently until the break is repaired permanently.

If bolt holes are present, it is possible to use slotted fishplates for temporary repairs on B.W.R., but it will usually be necessary to chip away surplus weld metal before the slotted plates can be fitted. If the broken rail ends have pulled apart by more than about 50mm, it may be necessary to place a short piece of rail in the gap temporarily to reduce wheel batter,

Track, which has been fitted with plates and clamps, slotted plates or temporary short inserts, must be left under speed restriction until permanent repairs are complete.

(e) Permanent Repairs

It is assumed that those concerned with repairs to broken welds have been instructed in thermit welding so it is not intended to go into details here - but please note the following:

* When replacing a broken weld with a permanent welded insert, the length of the rail insert placed back in the track MUST BE EQUAL to the length of rail taken out of the track, less the two welding gaps. * An oxy cut rail end must be thermit welded to an oxy cut rail end. A saw cut or maker’s end must be Thermit welded to an oxy cut or maker’s

Page 81 of 109 SteamRanger Perway Code of Practice Document TMT-01 Issue 7th July 2007 – FOR INFORMATION ONLY end. Do not thermit weld an oxy cut rail end to a saw cut or maker’s end. Trim the saw cut or maker’s end with oxy first.

9.13 Broken and Defective Rails and Welds

When a broken rail or weld is discovered, the track must immediately be protected in accordance with the rules, and the facts reported to Train Control, and the Track Manager.

If a replacement rail is unavailable, the nearest sleeper should be dragged under the break, both sides of the break spiked to it, and the sleeper well packed. If time permits, holes can be drilled in the rail and the break secured with fishplates. Trains can then pass over the defective rail at reduced speed until permanent repairs can be effected.

The following details must be reported to Track Manager and Train Control when broken rails or welds are found:

Class of rail Lines and kilometres Rail brands Description of break Approximate time of break Type of weld Anchor pattern at weld location

9.13.1 Rail Defects

The following types of rail defects are the most common:

Wheel Burn - Caused by locomotive wheels slipping, thereby heating a small area of the rail head, causing some loss of metal. The affected rails should be removed and replaced, as wheel burns if left in track will eventually cause the rail to break.

Rail Cracking - This type of defect is found by rail flaw detection cars, but trackmen should always be vigilant for cracks in rails, as they can easily develop into breakages. Cracks are likely to start at fishbolt holes and extend underneath the head, or to the rail end. In fishplated track such cracks are invisible.

9.14 Maintenance of Points and Crossings

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9.14.1 Points The ends of point blades wear under traffic and therefore particular attention should be given to their inspection. Worn point blade ends are repaired by grinding.

Should any of the distance studs be broken or missing there is a grave danger that the outward thrust of a wheel, while moving in a facing direction along the point blade, may cause the remaining studs to act as a pivot, force the blade to open at the point, and so permit the following wheels to enter and derail.

The gauge should not be allowed to widen at the point heel.

At heel joints in pivot heel points the bolts through the lead rail and the heel block must be kept tight but bolts through the point rail must be kept loose enough to allow free blade travel. See that the lead rail bolts are tightened first, then with the point open, tighten the nuts on the bolts on the point until the spring washer just closes.

The heel bearer at a pivot heel must be kept well packed and true to level at all times. If the heel and/or the stockrail joint are allowed to go down, the blade may ride unevenly on the chairs and the point may not close correctly. Apart from the damage to the heel and the fishplated joint, loose heel joints can cause a blade to open under traffic with a derailment resulting.

9.14.2 Crossings

All crossings must be kept to true level with the timbers well packed, spikes and fastenings firm, with the whole assembly well drained.

If a crossing is permitted to remain low the timbers will become bowed, and it will then be impossible to lift the crossing without lifting the adjacent rails and guard rails above true level. Loose, defective packing may also cause crossings to break near the point, bolts to

Page 83 of 109 SteamRanger Perway Code of Practice Document TMT-01 Issue 7th July 2007 – FOR INFORMATION ONLY break and the crossing to wear excessively.

When lifting a crossing use enough lifting jacks to ensure that the crossing and guard rails are lifted evenly together. Make sure that the level on both tracks is correct before packing commences. Bent and broken bolts in main line crossings must be replaced with 24mm diameter bolts, of a similar length. When replacing bolts, ensure that the crossing blocks are lined up properly. The original bolts and blocks were a snug fit and if an attempt is made to drive new bolts with the block out of line the thread will be damaged, therefore rendering the bolts useless.

Use standard bolts when repairing crossings in sidings unless directed otherwise.

9.14.3 Gauge

Neat gauge is to be maintained through all points except that in straight cut points the section between the bend in the stock-rail and the first 400mm of the point blade will be slightly wide l0mm immediately ahead of the point of the blade. A bend is applied to the stock rail on the turnout side for the purpose of maintaining gauge through the points and is located 425mm for 6095mm blades and 320mm for 4571mm blades in front of the point point.

Crossings must be laid and maintained at neat gauge.

If the gauge is too wide the back of passing wheel flanges will cut across the knuckle of the crossing and also strike the flare of the guard-rail.

If the gauge is too tight the flanges will strike or shear metal from the point of the crossing.

Crossings must be tested with a gauge. Before using a gauge, examine the guard rail opposite to determine whether or not it is wider than the normal 45mm from the running rail. Excess width can be brought about by guard rail wear, loose or stretched bolts, or the guard rail

Page 84 of 109 SteamRanger Perway Code of Practice Document TMT-01 Issue 7th July 2007 – FOR INFORMATION ONLY leaning over. In these cases the guard rail should be renewed or the bolts replaced with huck bolts.

The gauge over the full length of the guard rails must be kept very close to correct.

10. NEW AND PROJECT MAINTENANCE WORK

Categories of new work include:

* New plain line * New points and crossing work * Relocation of track and turnouts

Categories of project maintenance work include:

* Undercutting and re-ballasting * Resleepering * Level crossing renewals * Machine tamping

New work may be carried out for the following reasons:

* To improve the operational efficiency and/or capability * To completely replace worn out trackwork

10.1 Plain Line Construction

Listed below are the main points to remember when building new plain line trackwork on formation already completed. * Ensure that adequate materials are to hand before commencing work. * The first step is to make sure that you understand the pegs that have been provided. If you don't, ask the Track Manager.

Centre line or offset (at one side at a set distance, usually 4 metres) pegs are driven at 20m intervals, except on curves where the peg internals is reduced to l0m (or less according to circumstances). A nail is carefully put in the top of the pegs to accurately define the line.

Level stakes are provided to show the levels required. Take care not to disturb or move the pegs or stakes.

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* Run and spread out the ballast. Ballast arrives on site in tip trucks from the quarries and is spread 3m wide and 150mm deep by using a loader and sometimes a grader. Sometimes all the ballast is run after the 'skeleton' track has been built. * Lay the sleepers out, making sure that they are placed correctly. A specially marked out tape or chain is used to place them at the correct centres. * If timber sleepers are used, mark out the location of one rail or plate on the top of the sleeper. If sleeper plates are used the edge of the place is 320mm from the end of a 2.6m long railway sleeper. * If steel sleepers are used, place one rail on the rail seats then place insulators under the rail and clip down. Repeat the process with the other rail. * Place the rails on the sleepers plates, dog down on one side. Then gauge the other rail to 1 in 4 sleepers and then follow up and dog down the intervening sleepers. If elastic fastenings are used, the procedure is similar except that the sleeper plate assemblies are fastened down as above. * Slew the new track to its final position and then arrange to weld up the joints. Alternatively fishplate up the joints before final slewing. * Run the additional ballast required either by using road/rail trucks and loaders (the usual method for relatively short lengths of track) or ballast train(s). As a general rule it is not worth while running a train to supply less than 80 tonnes of ballast (4 hoppers), unless special circumstances apply. * The track is lifted to its final level and packed using: (a) Ordinary jacks and hand shovel packing. Only used for short lengths of track for initial lift and pack. Often later mechanically packed. (b) Ordinary jacks and electric tamper. Used for sidings and short lengths of main line if main line tamper is unavailable. (c) Main line tamper.

10.2 Relocation of Track

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Track may be relocated, depending on the distance required, in the following ways: * Slewing - This means moving it sideways, from a few millimetres up to about 10 metres. Track can be slewd by making as many passes as necessary using a main line tamper, but for larger slews front end loaders are used to push or pull the track over. Before track is slewd over about 30mm or so the sleeper ends should be opened out.

When slewing be careful not to move track too far at one time, so as to avoid damage to the sleepers, especially around the dog spike holes. * Moving the track in panels. If the track being relocated consists of l2.lm (40 foot) rail panels, the panels can be relocated individually by carrying by loader, pulling etc. In this case the sleepers need to be in reasonable condition and well fixed to the rails before the track is moved. It is possible to load track panels on rail flat trucks or road vehicles for transportation to a new site.

* Pulling track longitudinally. The lengths can be pulled longitudinally along the ground, but unless the rail is anchored, or elastic fastenings are used, the sleepers are likely to bunch up along the rail as the panel is dragged.

The procedure for ballast placement, lifting and packing and welding is identical to that for new plain line as described in clause 10.1.

Leads may be relocated by slewing, pushing or lifting using crane or cranes. The preferred method is to use a crane.

10.3 Project Maintenance Work

10.3.1 Undercutting

When mud, dirt, weeds or other impurities prevent free drainage it is necessary to 'Undercut the track', that is, all the ballast removed from the track, usually to formation level, and replaced with clean ballast.

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When this work is carried out, a 'filter fabric' is laid on top of the formation. This prevents mud fines from migrating to the top of the ballast under the action of trains.

The fouled ballast is removed by a machine called an undercutter which mechanically removes the ballast Sleepers are renewed as necessary before running fresh ballast.

After re-ballasting, either by using road rail tip trucks or a train, the track is lifted and packed by a tamper. Care must be taken to ensure that the tamping tynes do not puncture the filter fabric.

10.3.2 On Face Resleepering

On face resleepering work, involves replacing enough sleepers on the section of track to ensure that after tamping, it will last with minimum maintenance until the next resleepering cycle, which may not be for five or more years, depending on the level of traffic.

Rules for sleeper renewal:

(a) Renew if broken.

(b) Renew any sleeper that would break under the action of a tamping machine.

(c) Renew or alternatively redog any sleeper that would not lift with the rail under the action of a tamping machine.

(d) Renew any sleeper that will not bear the rail effectively.

The following tasks are carried out in sequence, when renewing with timber sleepers. (a) Sleepers to be removed are marked.

(b) New sleepers are brought to the site and laid out adjacent to those marked using sleeper cranes.

(c) Dogspikes are removed from the old sleepers using spike pulling machines.

Page 88 of 109 SteamRanger Perway Code of Practice Document TMT-01 Issue 7th July 2007 – FOR INFORMATION ONLY (d) Old sleepers are removed using a sleeper extractor machine. They are left at the side of the track.

(e) Sleeper plates and dogspikes suitable for reuse are put to one side.

(f) The sleeper beds are scarified using a sleeper bed scarifying machine.

(g) Additional sleeper plates and dogspikes required are laid out.

(h) New sleepers are inserted under the rails.

(i) Sleeper plates are placed under the rail.

(j) The dogspikes are entered and driven, ensuing that the best gauge practicable is achieved.

(k) The anchors are knocked off and reapplied snug up to the new sleepers. (l) Surplus steel material is picked up.

(m) Ballasting, machine tamping and ballast regulating follow. If steel sleepers are used, only scarify if absolutely necessary. The procedure is generally similar to that up to item (f), except that all the steel rail fastenings are picked up for re-use. Steel sleepers are inserted either by hand or using an inserter, the two piece insulating pads placed on the rail seat and the sleepers clipped up, using the special tool supplied.

10.3.3 Level Crossing Renewals

For the purpose of renewal work, level crossings are classified according to the level of rail and road traffic carried.

The major part of the renewal of a typical level crossing is carried out over a period of 14 hours, when it is possible to close the track and roadway.

The main components of level crossing renewal work, listed in sequence are: (a) Organisation of materials and contracts.

(b) Prefabrication of track panel(s) on site.

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(c) Cut the sealed surface using contractor, to facilitate its removal.

(d) During track closure the following work is carried out:

i) Removal of the sealed surface, old track panel(s) and ballast to designed formation level. Work is carried out by a mix of contractors and perway forces.

ii) Laying of filter fabric on top of formation (optional).

iii) Ballast is laid and compacted to bottom of sleeper level.

iv) Track panel(s) are laid in their final position, and lifted and packed.

v) The track is boxed up to top of sleeper level and the rails are welded up. Machine packing is carried out at this stage.

vi) If the track each side of the crossing is C.W.R. or B.W.R. the track is then de-stressed.

vii) Contractor lays hotmix bitumen, sometimes after the track is opened to rail traffic.

(e) Road is opened to traffic.

(f) The site is cleared of surplus materials.

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11. TRACK MAINTENANCE AND CONSTRUCTION EQUIPMENT

Perway forces to carry out their work use a large amount of mechanical equipment. In general mechanical equipment can do a more satisfactory, more uniform and a more cost effective job than doing the work manually. This section describes the various types of equipment available and their functions.

11.1 Track Inspection Vehicles

11.1.1 Five man Inspection Vehicles (CC81-321,323,324,325)

Safety Inspection

Prior to using any one of the above series inspection vehicles the following points should be checked for safe operation. * the vehicle has a First Aid Box * the vehicle has a DRY CHEMICAL Fire Extinguisher * the engine oil level on the dipstick is within safe operating limits. * all wheels and flanges are within safe thickness limits by gauging quarterly with the wheel thickness gauge. * the flange/tread area of each wheel shows no sign of cracks * all lights, horn and rotating beacon are operable. * the vehicle braking system is operable. * the radiator water level is full, with no signs of leakage. * the transmission oil level on the dipstick is within safe operating limits ( MEASURED WHEN THE ENGINE IS AT NORMAL OPERATING TEMPERATURE). * the vehicle is fueled with an adequate quantity of petrol for the run. (Mt Barker-Strathalbyn - 10 litres) (Mt Barker-Goolwa - 20 litres) (Mt Barker-Victor Harbor - 30 litres)

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Safe Operating Procedures

* when INSPECTING the road, a speed of NO GREATER than 20 kph is observed * when towing a vehicle a speed of NO GREATER than 40kph is observed * when travelling for non inspection purposes, a speed of NO GREATER than 50kph should be adhered to subject to safe sight distance being observed * when traversing a section with limited forward visibility, the MAXIMUM vehicle speed should be that which will allow the vehicle to safely stop in half the distance that is visible ahead. * when travelling downgrade, use the natural transmission and engine braking of the vehicle to slow it down. Sudden brake application will cause wheel lockup. These vehicles quickly develop flat spots on their wheels. * do not quickly accelerate the vehicle as this will undoubtably cause wheel slip and more seriously rear axle mis-alignment and excessive strain on the rear univeral joint. * when travelling on rails covered with ICE observe a SPEED LIMIT of 20Kph. Accelerate slowly and use the engine/transmission braking as wheel slip is most pronounced in these conditions. * DO NOT PROCEED OVER A LEVEL CROSSING UNTIL ANY ROAD TRAFFIC PRESENT HAVE SIGHTED THE TRACK VEHICLE AND STOPPED. IF IN DOUBT GIVE WAY.

11.1.2 Two man Inspection Vehicles (TMC CC81-351,352,357,359)

Safety Inspection

Prior to using any one of the above series inspection vehicles the following points should be checked for safe operation.

* the vehicle has a first aid box * the vehicle has a DRY CHEMICAL Fire Extinguisher. * the engine oil level on the dipstick is within safe operating limits. * all wheels and flanges are within safe

Page 92 of 109 SteamRanger Perway Code of Practice Document TMT-01 Issue 7th July 2007 – FOR INFORMATION ONLY thickness limits by gauging with the wheel thickness gauge (every 6 months) * the flange/tread area of each wheel shows no sign of cracks * all lights, horn and rotating beacon are operable. * the vehicle braking system is operable. * the turntable is securely fixed to the chassis. * the vehicle is fueled with an adequate quantity of petrol for the run. (Mt Barker-Strathalbyn - 10 litres) (Mt Barker-Goolwa - 15 litres) (Mt Barker-Victor Harbor - 20 litres)

Safe Operating Procedures

* when INSPECTING the road, a speed of NO GREATER than 20 kph is observed * when towing a vehicle a speed of NO GREATER then 20kph is observed * when travelling for non inspection purposes, a speed NOT GREATER than 40kph be adhered to subject to safe sight distance being observed * when traversing a section with limited forward visibility, the MAXIMUM vehicle speed should be that which will allow the vehicle to safely stop in half the distance that is visible ahead. * when travelling downgrade, use the natural transmission and engine braking of the vehicle to slow it down. Sudden brake application can cause wheel lockup and flat spots on their wheels. * when travelling on rails covered with ICE (MAXIMUM SPEED 20Kph) slowly accelerate and use the engine/transmission braking as wheel slip is most pronounced in these conditions. * do not proceed over a level crossing until any road traffic present have sighted the track vehicle and stopped. IF IN DOUBT GIVE WAY.

11.1.3 Fairmont Section Cars (Models ST2 and M series)

Safety Inspection

Prior to using any one of the above series inspection vehicles the following points should

Page 93 of 109 SteamRanger Perway Code of Practice Document TMT-01 Issue 7th July 2007 – FOR INFORMATION ONLY be checked for safe operation.

* the vehicle has a first aid box * the vehicle has a DRY CHEMICAL Fire Extinguisher. * the fuel line is in good condition with no leaks from either the tubing or carburetter assembly. * the radiator is topped up with water * the battery is connected correctly (+ve to the chassis) * all wheels and flanges are within safe thickness limits by gauging with the wheel thickness gauge (every 6 months. * the flange/tread area of each wheel shows no sign of cracks * all lights, and horn are operable. * the vehicle braking system is operable. * the turntable (if fitted) is securely fixed to the chassis. * the vehicle is fueled with an adequate quantity of 2 stroke fuel (20 parts petrol to 1 part two stroke oil) for the run. (Mt Barker-Strathalbyn - 10 litres) (Mt Barker-Goolwa - 15 litres) (Mt Barker-Victor Harbor - 20 litres)

Safe Operating Procedures

* when INSPECTING the road, a speed of NO GREATER than 20 kph is observed * when towing a vehicle a speed of NO GREATER then 20kph is observed * when starting the vehicle using a crank handle, ensure that your body (legs) are well clear of the crank handle as backfiring can cause serious leg injury. * do not open the engine compartment lid while the motor is running. * do not attempt to top up the radiator while steam is being expelled through the overflow pipe. * as no flashing beacon is fitted, it is required to stop at ALL LEVEL CROSSINGS if any road traffic is present before traversing the road. * when travelling for non inspection purposes, a speed NOT GREATER than 40kph be adhered to subject to safe sight distance being observed * when traversing a section with limited

Page 94 of 109 SteamRanger Perway Code of Practice Document TMT-01 Issue 7th July 2007 – FOR INFORMATION ONLY forward visibility, the MAXIMUM vehicle speed should be that which will allow the vehicle to safely stop in half the distance that is visible ahead. * when travelling on rails covered with ICE (MAXIMUM SPEED 20Kph) slowly accelerate and use the engine/transmission braking as wheel slip is most pronounced in these conditions.

11.2 Off Track Equipment

Certain pneumatic-tyred equipment is used for assisting in trackwork and other units for right-ofway maintenance. They are generally tractor/loaders operated by specialist plant operators.

Right-of-way maintenance involves the use of motor graders, front-end loaders and basic tractors fitted with mowers, backhoes, post hole borers, etc.

Front-end loaders are used for many jobs including earthworks, handling ballast, pushing and pulling track around and materials handling. When fitted with forks, like a fork lift truck, they are used for the following jobs:

* Unloading and handling sleepers * Unloading and handling rail and points and crossing components * Moving compressors and other small mechanised tools around job sites * Lifting and handling drums of small track components

11.3 Heavy Track Equipment

This is defined as any track maintenance machine or item of equipment that under normal working conditions cannot be removed from the track manually by two men.

11.3.1 Large Track Machines

Tamping Machines (tampers)

The functions of main line tampers include the lifting of the track to a new level and a smooth top, and the slewing of the track to a good line. They can also be programmed to lift a super-elevation on the outer rail of curves.

Page 95 of 109 SteamRanger Perway Code of Practice Document TMT-01 Issue 7th July 2007 – FOR INFORMATION ONLY Some will merely slew a curved track to a smoother curve while others can measure the existing curve first and then be programmed to slew to an even more uniform curve.

Switch tampers are tampers provided with specialised lifting hooks and tilting and traversing tamping tynes to allow ramping in restricted spaces along the length of a turnout. Most switch tampers can be used for main line tamping work, although they are slower than main line tampers and have fewer tamping tynes, but main line tampers can only do a small part of point tamping work.

Ballast Regulators

These are used for smoothing the ballast to a uniform cross section following tamping work.

They can move ballast along the track, across the track, from between the rails to the shoulders of the track, and pull back ballast from the far limits of the shoulders using an adjustable plough and boxes on the sides.

They are also fitted with rotary brooms to sweep ballast evenly over the top of the sleepers.

Do not try to shift big quantities of ballast along the track with a regulator - it is generally more economical to deliver new ballast to the area where it is in short supply.

Undercutter/Trac-Gopher

This is a machine that can mechanically remove fouled ballast from between and beneath sleepers by using a combination of a digging wheel, cutting chain and conveyors.

The spent ballast can be discharged to the sides of the track or into vehicles alongside the machine.

The machine can also dig a trench alongside the

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11.3.2 Machines used in Resleepering

Sleeper Exchangers

There are several types of sleeper extracting and inserting machines. Some are designed for only one function - others for both. They are usually used with resleepering gangs at locations where large numbers of sleepers are replaced. These machines travel on rail under their own power. The forces imposed on the track during sleeper exchanging with these machines usually cause slight track misalignments. These are made good by the tamping machines which should always tamp track which has had a high percentage of sleepers replaced.

Sleeper Cranes

These rail mounted full slewing cranes travel under their own power and are fitted with an articulated boom and hydraulically operated jaws for picking up sleepers and placing them close to track for inserting. These machines usually tow a trailer to carry sleepers so that if the sleepers have been distributed differently from the requirement, they can be redistributed with minimum travelling of the crane.

Other Machines

Other self-power driven machines used in resleepering work include sleeper bed scarifiers and spike drivers.

11.3.3 Powered Track Jacks

The machines are self propelled and are used in such jobs as level crossing reconstruction, new work and undercutting.

11.3.4 Road/Rail Trucks

When these are working on track they are classified as 'heavy track equipment'. They are widely used for running ballast and carting materials to 'rail bound' worksites.

11.4 Light Track Equipment

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These machines run on rail wheels and are light enough to be removed from track by two men, and pushed along the track easily by the operator. These include dogspike pullers, sleeper borers and screw spike inserters.

11.5 Small Power Tools

These machines are portable by one or two men. Some are fitted with their own motors and some have to be connected to a separate power source.

Careful consideration must be given to work involving small power equipment. For small jobs, it may be better to use hand tools rather than spending the time to bring the equipment onto the site and later remove it.

11.6 Rail Saws and Drills

These are portable, not rail mounted, motor powered units. They come in two forms, one being a power hacksaw, the other a high-speed abrasive disc. They must be properly adjusted and in good condition or they will not cut the rail end square. Rail drills are similar to power hacksaws but are fitted with a chuck and drill.

11.7 Mobile Compressors and Air Tools

These are usually towed by trucks and are widely used for providing compressed air supply to drive pneumatic tools. As air hoses are necessary to supply power to the tools, their use in deep cuttings and on high banks can be difficult. The following types of air tools are used:-

* Pneumatic Tie Tampers hand held, air powered tools fitted with a tool with a flat end like a beater and used for packing ballast under sleepers.

* Pneumatic Spike Drivers As for tie tampers above but fitted with a reciprocating hammer in a shroud which fits over the head of dogspikes.

* Pneumatic Wrenches Hand held, used for either tightening or

Page 98 of 109 SteamRanger Perway Code of Practice Document TMT-01 Issue 7th July 2007 – FOR INFORMATION ONLY untightening fishbolt nuts.

* Pneumatic Sleeper Drills Hand held, used for boring holes in sleepers and timbers. Do not attempt to use blunt drill bits.

12. CURVES

Curves are unfortunately a necessity in railway track construction. A curve is defined by its radius in metres. A true curve, irrespective of its length, is part of a circle - the radius of the circle being the distance from its circumference - or in this case from the rail curve - to the point at the centre of that circle.

Any straight line that touches the circumference of a circle without intersecting the circle is said to be tangent to it. In railway work, the point where the straight track and a curve meet is called a TANGENT POINT. When any mass moves at speed in a circular motion, it creates a force known as CENTRIFUGAL FORCE which tends to move the object from its curved path to a straight one. This rule applies to trains, so that when a swiftly moving train, which is running on a straight track, meets a curve there is a tendency to:

(a) Derail due to the wheel flanges climbing the outer rail

(b) Overturn vehicles

(c) Knock the curve out of alignment

(d) Cause the running face of the outer rail to wear rapidly

(e) Cause the dog spikes to be pushed out or throat cut

To counter this tendency, the track is canted towards the centre of the circle of which the curve is part.

Principally train SPEED desired over the section and the sharpness of the curve determines the amount of cant applied to a curve.

The method used to run out cant at the ends of a curve depends on whether or not a transition curve has been set out between the true curve and the straight.

Page 99 of 109 SteamRanger Perway Code of Practice Document TMT-01 Issue 7th July 2007 – FOR INFORMATION ONLY A transition curve is one that, starting from a straight, gradually decreases in radius to the point where it becomes the same radius as the true curve.

Where there IS a transition curve between the straight track and the true curve, the cant is run out over the full distance of the transition curve - no matter what the amount - so that FULL CANT is where the true and transition curves meet and NIL CANT is where the transition curve and the straight track meet.

Transition curves are very important in securing the smooth running of trains into or out of the circular curve, but they can only be effective so long as the correct curvature and cant are closely adhered to.

Where there is NO TRANSITION CURVE, that is where the straight track is joined directly to the true curve, the cant is run out half on the straight and half on the curve at the rate of 25mm in 30 metres.

For example - on a curve that has 50mm of cant we find that at the point where the straight and curve meet, the cant is 25mm and it requires a distance of 30 metres on the curve before FULL cant is reached and 30 metres along the straight before NIL cant is found.

The radius of curves and the maximum speed permitted, is fixed to reduce the maintenance of the track to a minimum taking into consideration grades and type of traffic to be carried.

When a train passes over curves at a greater speed than that authorised, the work needed to maintain that curve is increased. The curve is knocked out of line and the sleepers, etc. dragged over. This tends to loosen the track fastenings, and shorten the life of the track generally.

There is also a risk of accident to the train. Therefore, it is your duty to observe and report all cases of excessive speed around curves to Train Control.

12.1 Curving Rails

When a curve is flat, rails are laid in straight, or with very little curve, but as the radius sharpens up, the rails are bent to suit the curve before laying. This is done either in a rail press or with the 'Jim Crow'. Before a rail can be bent, it is

Page 100 of 109 SteamRanger Perway Code of Practice Document TMT-01 Issue 7th July 2007 – FOR INFORMATION ONLY necessary to know the amount of bending to put into it. The approximate rules for finding the bend in mm (millimetres) to suit any curve is where L equals the length of rail in metres and R equals the radius in metres. 125 x L2 R The table hereunder gives the amount of bend for rails of 12.19m and 13.72m lengths for various radii.

Radius in Metres Rail 12.19 metres Rail 13.72 metres 100 186 235 120 155 196 140 133 168 160 116 147 200 93 118 240 77 98 280 66 84 320 58 74 400 46 59 500 37 47 600 31 39 700 27 34 800 23 29 1000 19 24 1200 15 20 1600 12 15

When the rail is properly curved, stretch a strong cord across it from end to end and in the centre of the rail, the distance from the rail to the string should equal the dimensions given in the table. See sketch below.

The distance is called the 'versine' and the distance along the string is called the chord. Sometimes it is necessary to know the radius of a certain length of curve in the track, and to determine this, stretch a string line or tape across

Page 101 of 109 SteamRanger Perway Code of Practice Document TMT-01 Issue 7th July 2007 – FOR INFORMATION ONLY a chord of 20 metres, and hold the ends against the gauge or running faces of the rail; at 10 metres (half way along the chord) measure the distance from the rail to the running face in millimetres.

Divide the number of millimetres into 5000, and the answer is the radius in metres. To be more exact, it is best to measure this distance in three or four places on the curve and thus get the average distance from the tape to the running face of the rail, and divide the distance into 5000.

From end to end of a curve, the length of outer rail is naturally somewhat longer than the inner rail and when laying a track with rails of uniform length, it is obvious that the joints on the inner rail will gain a little on the joints of the outer rail. For this reason, when laying track with square joints, it is necessary at intervals to cut one bolt hole off the inner rail to make the joints square.

12.2 Rail Lubricators

The gauge face of the outer rail of sharp curves is generally lubricated by in-track lubricators. If these are not working, advise the Track Manager. If rails are wearing, and no lubricator is provided, application of the correct grease by hand may be justified in the short term. Apply to the gauge face only - do not allow any grease to go on the top of the rail.

Lubricators are fitted to the gauge side of the rail, somewhat like a single fishplate. They have tunnels and outlets built into the body of the lubricator and connected by hoses to a storage cylinder filled with special grease. During the passage of trains, each passing wheel pumps a little grease through the lubricator and deposits it on the gauge face of the rail. This is then picked up by the wheel flange and carried along to the curve where it lubricates the contact point between the wheel flange and the rail. The grease can be carried up to 4 km in the most favourable cases.

The location of lubricators is chosen to give the best coverage of nearby curves.

Cleaning and adjustment of lubricators is a specialist job. However, the trackworker must check the track to see that both enough,and not too much, grease is being applied to the track. Too much can cause grease to spread to the top of the

Page 102 of 109 SteamRanger Perway Code of Practice Document TMT-01 Issue 7th July 2007 – FOR INFORMATION ONLY rail and cause wheel slip, too little will mean that outer rails on curves are wearing unnecessarily.

Very little grease is required on the gauge face and this can be found by rubbing a finger gently on the rail - if it comes away with a black smudge, it can be assumed that the rail is well enough lubricated.

Proper lubrication extends rail life by three or four times, so a defective lubricator must be repaired quickly.

Currently there are no lubricators on the SteamRanger Tourist Railway line due to faults.

13 CLEARANCES One of the most important aspect of safe rail operation is the strict observation of CLEARANCE between tracks and adjacent structures (including platforms) and/or other tracks.

When any doubt exists as to the correctness of the distance between existing tracks (sidings or main lines) and/or adjacent structures, the matter can be quickly determined by reference to a drawing which is known as the MINIMUM STRUCTURE DIAGRAM.

The distance shown on the diagrams are followed when new tracks or structures are to be built near existing tracks.

It should be obvious that any infringement of these clearances could easily lead to persons travelling on trains being injured or derailment of trains.

Much thought and research has been devoted to clearances and in most cases the standards set leave safe margins both horizontally and vertically.

Included is an allowance for train oscillation as well as a margin for the bounding motion that a train assumes when travelling on a track with badly maintained joints.

There are some locations, however, such as platforms, where the clearance has been cut to a minimum. This is for the convenience of passengers when alighting from or boarding trains and to minimise the risk of persons being injured through falling between the platform and train.

One set of measurements would suffice if all tracks were

Page 103 of 109 SteamRanger Perway Code of Practice Document TMT-01 Issue 7th July 2007 – FOR INFORMATION ONLY straight and single.

Separate sets of measurements are necessary, however, when double tracks have to be considered.

There are certain factors influencing railway tracks that tend to alter clearances.

These are: * Tracks getting out of alignment on curves, caused by buckles or the track pulling downhill in cold weather. * Tracks being lifted or slewed alongside platforms, under bridges or tunnels without due regard for clearances.

In tunnels, under bridges or other overhead structures and alongside platforms the track must not be raised or lowered.

Minimum clearances as specified must be maintained. Clearance diagrams for the rail line are shown on the next pages.

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Page 106 of 109 SteamRanger Perway Code of Practice Document TMT-01 Issue 7th July 2007 – FOR INFORMATION ONLY 14 MATERIAL AND LABOUR SAVINGS

The necessity for any commercial undertaking, whether it be a small private business or a large government instrumentality, to conduct operations in a manner that is economical and efficient, should be apparent to all.

SteamRanger is no exception to this rule and it is impossible to stress too firmly the need for each employee to cooperate in the saving of material and labour where possible.

At the commencement of each financial year an amount of money is allocated to be spent on maintaining existing tracks and structures and for various new works. This amount is divided between material and labour so that should the amount for materials have to be increased owing to replacements being necessary for lost or damaged material, it is obvious that less money can be spent on labour.

Track materials, such as sleepers, timbers, rails and fastenings are not only expensive items, but often impossible to procure at short notice, and the manner in which they are used, or misused, is clearly reflected in maintenance costs.

Every minor item that can be saved or salvaged helps in the economical running of the system.

All items with threads must be kept under cover so that the threads are not damaged or corroded.

Keep all material of one kind together, so stacked or arranged that a minimum time is spent in checking it.

Material stored outside of storage sheds should be stacked clear of the ground on bearers made from scrap rail and placed in uniform quantities, N0T heaped together.

Material obtained but not used to the greatest advantage means not only waste of material but also waste of the labour which is incurred in obtaining the material.

Tools, plant, machinery, protective clothing, etc. are all a charge which has to be met so that the care and thoughtful use of those articles play no small part in cutting costs. Much needless financial loss is caused when vehicles and

Page 107 of 109 SteamRanger Perway Code of Practice Document TMT-01 Issue 7th July 2007 – FOR INFORMATION ONLY plant are damaged and furthermore, the users are endangered and the work is dislocated whilst replacements are being organised and the repairs are undertaken.

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Landmarks - Mt Barker Junction to Victor Harbor Kilometres. Location 50.000 Mt.Barker Junction Station 50.600 Junction Rd 51.650 Easlea Rd 52.786 Bridge - Littlehampton 53.100 Cleggett Rd 53.640 Princess Highway 54.000 Freeway Tunnel 54.400 Cameron Rd 55.000 Mt Barker Station 55.500 Dutton Rd 55.693 Bridge – Mt Barker Creek 56.000 Fletcher Rd 56.300 Alexandrina Rd 56.800 Wellington Rd 57.300 Hurling Drive 58.800 Fidler Rd 60.400 Native Ave 61.400 Philcox Hill Station site 63.500 Bonython Rd 63.950 Bugle Range Rd 65.450 Purcell Rd 66.200 Wakefield Rd 67.900 Williss Crossing 68.700 Strathalbyn Rd 70.130 Gemmels Station site 70.200 Stirling Hill 1 71.800 Stirling Hill 2 74.200 Stirling Hill 3 76.750 Burnside Rd 78.800 Swamp Rd 79.062 Bridge – Swamp Creek 80.900 East Terrace 81.000 Murray Street 81.220 Bridge – Angas River 81.450 High Street 81.600 South Tce. 81.650 Strathalbyn Station 81.700 Milnes Rd. 81.800 Lime St. 84.600 Michelmore Rd. 85.200 Greenway Rd. 85.600 Dairy Crossing 87.000 Lowanna Rd. 89.900 Sandergrove Station site 90.500 Tucker Rd. 97.044 Finniss Station 97.200 Milang Rd.

Page 109 of 109 SteamRanger Perway Code of Practice Document TMT-01 Issue 7th July 2007 – FOR INFORMATION ONLY Kilometres Location 98.324 Bridge – Finniss River 99.200 Gilbert Siding Rd. 99.245 Gilberts Station 101.764 Bridge – Black Swamp 104.903 Canoe Tree Cross. 106.200 Adelaide Place 106.703 Currency Creek Station 106.800 Wellington Rd 107.300 Frome Rd. 107.555 Bridge – Currency Creek 108.800 Mt Compass Rd. 108.900 Middleton bypass 110.200 Strath-Goolwa Rd 112.300 Goolwa Depot 112.600 Crawford Tce. 113.000 Vercoe Tce 113.300 Goolwa Tce. 113.700 Fenchurch St. 113.900 Liverpool St. 114.100 Hindmarsh Island bridge 114.325 Goolwa Station 114.161 Cutting Rd. 114.891 Barrage Rd. 115.158 Hutchinson Street 115.700 Fosters Place 115.799 Gairdner St. 116.900 Skewes Rd. 117.859 Culvert- Floodway 118.200 Houlden Rd. 119.400 Airport Rd. 120.600 Petersen Rd. 121.588 Victor Harbor Rd. 121.850 Mill Crossing 121.908 Bridge – Middleton Creek 122.350 Mindacowie Ave. 122.412 Middleton Station 122.900 Bashams Beach Rd. 124.500 Pt Elliot Caravan 125.000 Strangways Tce 125.500 Murray Tce. 125.570 The Strand 125.612 Pt.Elliot Station 126.050 Rosetta St. 127.333 Bridge – Watsons Gap 130.702 Bridge – Hindmarsh River 131.400 Grantley Ave. 131.750 Eyre Tce. 131.900 Coral St. 132.000 Victor Harbor Station

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