L1-SQE-PRO-067 v2 - Absolute Signal Blocking

ABSOLUTE SIGNAL BLOCKING
L1-SQE-PRO-067 Version: 2 Effective from: 1st June 2018
Approval
Amendment Record
Approval Date Version Description
01/03/2017 1 First release. Supersedes L1-OPS-PRO-016.
01/06/2018 2 Updated to reflect initial stakeholder comments.
Approving Manager: Executive Director SEE Approval Date: 01/06/2018 Next Review Date: 01/06/2020
PRINT-OUT MAY NOT BE UP-TO-DATE; REFER TO METRO INTRANET FOR THE LATEST VERSION Page 1 of 14
Table of Contents
1. Purpose .................................................................................................................. 3
2. Scope ..................................................................................................................... 3
3. Definitions .............................................................................................................. 3
4. Use of ASB ............................................................................................................. 4
4.1 Restrictions ................................................................................................................ 4
5. Track Force Protection Co-ordinator ................................................................... 4
6. Identification and Verification of Location .......................................................... 4
6a Identification of Location ............................................................................................ 4
6b Verification of Location............................................................................................... 5
7. Requesting ASB .................................................................................................... 5
8. MTM Signalboxes at adjacent ends of a Single Line Section ............................ 7
9. The Role of the IMR ............................................................................................... 8
10. Protecting Defined ASB Limits ............................................................................ 9
11. Changeover of TFPC ........................................................................................... 11
12. Changeover of IMR.............................................................................................. 11
13. Finishing Work under ASB ................................................................................. 12
14. Process for Verification of Location .................................................................. 12
15. References and Legislation ................................................................................ 14
1. Purpose
The purpose of this procedure is to describe the process for working in the Danger Zone
using Absolute Signal Blocking (ASB) to exclude rail traffic from a portion of track. This
method of protection is available for use by both Metro and Contractor personnel.
2. Scope
This method of protection applies to Controlled Absolute fixed signals situated on the
Metro Trains lease and operated by Metro signalling complexes.
This method of protection does not apply to the following interface points:
• Werribee to Manor Junction
• Sunbury to Clarkefield
• Craigieburn to Donnybrook
• Broadmeadows to Jacana Loop
• Pakenham to Bunyip, and
• The Vline and ARTC interface points at Newport.
3. Definitions
Absolute Signal – Is defined as a Fixed Signal that cannot be passed at the ‘Stop’ position
without the authority of the Signaller. Home, Dwarf and Disc Signals are considered to be
Absolute Signals.
ASB – Absolute Signal Blocking.
Blocking Facility – A facility or device used by a Signaller to prevent the operation of
Signalling equipment.
Controlled Absolute Signal – An Absolute Signal that is, or may be controlled or operated
by a Signaller.
Infrastructure Maintenance Representative (IMR) – An employee or contractor trained
to a minimum qualification of TFPC Level 3.1 or Signal Maintenance Technician located in
the controlling Signalbox or Metrol.
POS – Position of Safety. A place where people or equipment cannot be struck by rail
traffic.
Rail Traffic – Includes Trains, Track Machines, Track Vehicles, Road Rail Vehicles, Hand
Trolleys and any other item of equipment fitted with rail guidance wheels.
RSWHA – Rail Safety Worksite Hazard Assessment.
Signaller – Is the person in charge of the working of points and signals from an interlocking
apparatus or signal control panel.
Safety Overlap – A dedicated distance of 50 metres which must be maintained between
the Stop Limit Board/Protecting Controlled Absolute Signal and the location of the worksite
to mitigate against a rail traffic/worker collision.
Train Controller – Is the person directing the movement of trains under the ‘Train Control
System’.
TFPC – Track Force Protection Co-ordinator – Is the person (trained to a minimum of
Level 3.2) appointed to assess and implement worksite protection arrangements on site.
TCSD – Track Circuit Shorting Device – A Metro approved device which can be attached
to the adjacent rails to activate track circuits.
Worksite Identification and Verification Process – A process designed to confirm the
correct and accurate location of the worksite.
4. Use of ASB
If a rail safety worksite hazard assessment shows that it is safe, some activities may be
performed in the Danger Zone by the use of ASB.
ASB may be used only:
• For walking/visual inspections.
• For the securing of points associated with the protection of an Absolute Occupation or
Booked Out Track.
• For work using light powered and non-powered hand tools which can be easily and
immediately removed from the track by one person without mechanical assistance.
• To allow road vehicles to directly cross the track.
4.1 Restrictions
The ASB method must be applied to Controlled Absolute Signals only.
The ASB method must not be used:
• For work that breaks the track, alters track geometry or structure.
• Where a higher level of protection is in place.
5. Track Force Protection Co-ordinator

A TFPC (Level 3.2) is required whilst ASB is in force. The TFPC’s duties are described in
document L1-SQE-PRO-054 – ‘Planning Worksite Protection in the Rail Corridor’.
6. Identification and Verification of Location

The ASB method relies on the primary worksite protection being applied by the Signaller.
Because of this, accurate identification of the location of the worksite is critical in ensuring
the safety of workers and rail traffic.
6a Identification of Location
Prior to commencing work, the TFPC must communicate with the controlling Signaller and
provide:
• Their name and contact details.
• The type of work to be performed, and
• The intended start and finish times.

The TFPC must then identify the proposed worksite by using the descriptors below in the
following order:
a. The track name, and
b. The station name or stations at both ends of the worksite, and
c. The Signal identification number(s) intended to protect the worksite.
6b Verification of Location
The Signaller must:
a. Repeat the worksite location back to the TFPC, and
b. Verify the proposed worksite location by:
• Use of signal indications, or
• Manipulation of points, or
• Application of an approved TCSD.
The process for verification must be performed as detailed in Clause 14.
7. Requesting ASB
The TFPC must:
1. Tell the Signaller the location and identification of the Absolute Signal/s to be used to
protect the ASB limits.
2. Confirm with the Signaller the location and identification of the Absolute Signals to be
used to protect the ASB limits.
3. Ask the Signaller to exclude rail traffic from the portion of track by:
• setting and keeping Controlled Absolute Signals at ‘Stop’ with Blocking Facilities
applied, or
• authorising the placing of points into ‘Hand’ or ‘Manual’ mode to secure Controlled
Absolute Signals at ‘Stop’.
4. Provide the Signaller with their Track Access Number,
5. If attending the Signal Control Location in person, sign the ASB entry in the Train
Register or Log Book.
6. Endorse the RSWHA protection diagram with the signal limits of the ASB, including the
safety overlap, and
7. Deliver a Rail Safety Pre-Work Briefing to all affected personnel and gain their
signature on the briefing once the details are confirmed as understood.
Before work begins, confirm with the Signaller that:
1. Controlled Absolute Signals have been set at ‘Stop’ and Blocking Facilities applied.
2. The line is clear of Rail Traffic between the Controlled Absolute Signals being used for
protection and the proposed worksite.
3. Any Rail Traffic that has passed the worksite will not return.
4. The agreed safety measures are in place.
5. Apply protection as detailed in Clause 10.
• Where points have been placed into ‘Hand’ or ‘Manual’ mode, ensure a padlock of
an independent pattern is secured to the selector lever/point machine cover in lieu of
the safeworking padlock.
• Where a TCSD has been applied, confirm with the Signaller that the TCSD has
shunted the correct track concerned, and
• Ensure a padlock of an independent pattern is secured to the TCSD to prevent its
unintentional removal.
6. Allow the works to proceed.
NOTE:
The TFPC may either attend the Signal Control Location in person,
or gain approval from the Signaller for the use of ASB via a
recorded telephone.
The Signaller must:
1. Advise the Train Controller about the request to exclude rail traffic and gain approval to
apply ASB.
2. Repeat the worksite protection details to the TFPC.
3. Confirm the Track Access Number with the TFPC.
4. Ensure the Signals being used for protection are directly controlled by you and are
classified as Controlled Absolute Signals.
5. Make sure the line is clear of rail traffic between the Controlled Absolute Signal/s being
used for protection and the proposed worksite.
6. Ensure rail traffic that has passed the proposed worksite will not return and no such
authority has been granted for a return movement.
7. Set the protecting Absolute Signals at ‘Stop’ and apply Blocking Facilities.
8. If authorising the placing of points into ‘Hand’ or ‘Manual’ mode, ensure there is no rail
traffic approaching a signal that will be secured at ‘Stop’.
9. Where a TCSD is to be applied, make sure there are no reported overhead traction
faults at or adjacent to the worksite.
10. Confirm with the TFPC that the TCSD has shunted the track circuit concerned.
11. Endorse the Train Register or Log Book with the details of and limits of the ASB. If the
TFPC personally attends the Signal Control Location, have the entry countersigned by
the TFPC.
8. MTM Signalboxes at adjacent ends of a Single Line Section

Where MTM Signalboxes are situated at adjacent ends of a single line section, the TFPC
must communicate with the Signalbox most convenient to the intended worksite location
and the nature of communications processes to be applied.
NOTE:
The communications relating to both the initial request for ASB

and the advice of finishing work under ASB must be made with
the same Signalbox.
The Signaller receiving the request for ASB must:

1. Communicate with the Signaller at the adjacent end of the single line section and
confirm that the approval of the Train Controller has been obtained to apply ASB.
2. Confirm with the Signaller that the single line section is clear of rail traffic movements.
3. Confirm that the protection as requested may be applied there.
4. Confirm with the Signaller the number or numbers of the controlled Absolute Signals to
be secured at ‘Stop’,
5. Gain a confirmation from the Signaller that the controlled Absolute Signals identified
have been secured at ‘Stop’.
6. Confirm with the TFPC that the controlled Absolute Signals at the adjacent end of the
single line section have been secured at ‘Stop’, and
7. Endorse the Train Register Book with the details of both communications and have the
entry countersigned by the TFPC, (if they personally attend the Signal Control
Location).
The Signaller at the adjacent end of the single line section must:
1. Confirm with the Signaller initiating the request that the approval of the Train Controller
has been obtained to apply ASB.
2. Confirm with the Signaller that the single line section is clear of rail traffic movements.
3. Confirm with the Signaller that the protection as requested may be applied.
4. Confirm with the Signaller the number or numbers of the controlled Absolute Signals
to be secured at ‘Stop’.
5. Confirm with the Signaller that the controlled Absolute Signals identified have been
secured at ‘Stop’ with blocking facilities applied, and
6. Endorse the Train Register Book with the details of the communication and
actions taken.
On receiving advice of ASB finishing, the initiating Signaller must:

1. Communicate with the Signaller at the adjacent end of the single line section and
confirm that ASB has been finished.
2. Confirm with the Signaller that the blocking facilities have been removed from the
protecting controlled Absolute Signals.
3. Advise the Train Controller that ASB has been finished, and
4. Endorse the Train Register Book with the details of the communications and have the
entry countersigned by the TFPC, (if they personally attend the Signal Control
Location).
The Signaller at the adjacent end of the single line section must:
1. Remove the blocking facilities applied to the protecting controlled Absolute Signals.
2. Confirm with the initiating Signaller that the blocking facilities have been removed from
the protecting controlled Absolute Signals, and
3. Endorse the Train Register Book with the details of the communication and action
taken.
9. The Role of the IMR

Option 2 within Clause 10 allows for the provision of an IMR at the controlling Signalbox.
The role of the IMR is to ensure that the protecting Controlled Absolute Signals remain
secured at ‘Stop’ during the period ASB is being used.
On arrival at the Signalbox, the IMR must identify with the Signaller the Controlled Absolute
Signals which are to be secured at ‘Stop’ for protection, along with the manner in which the
Signals are to be secured with blocking facilities.
Whilst ASB is in place, the IMR must constantly visually monitor all protecting Absolute
Signal control indications to ensure they remain at the ‘Stop’ position.
Prior to the blocking facilities being removed, the IMR must communicate with the TFPC via
a recorded facility and confirm that the worksite is clear.
Attendance at the Rail Safety Pre Work Briefing

Under normal circumstances, the IMR must attend the Rail Safety Pre Work Briefing
conducted by the TFPC.
Where however the signalling at the intended worksite is remotely controlled, the IMR may
proceed immediately to the controlling Signalbox.
On arrival at the controlling Signalbox, the IMR must:

1. Communicate with the TFPC via a recorded facility and confirm the numbers of the
Controlled Absolute Signals which are to be secured at ‘Stop’ for protection.
2. Receive a Rail Safety Pre Work Briefing from the TFPC.
3. Record the ASB limits from the briefing, as defined by the Controlled Absolute Signal
number(s), and
4. Repeat back the details of the protecting Controlled Absolute Signal number(s) to the
TFPC.
10. Protecting Defined ASB Limits

Four options exist for protecting defined ASB limits. With the exception of Option 4, a
minimum distance of 50 metres must be maintained between the Stop Limit Board and the
intended worksite as a safety overlap.
With the exception of Option 4, where the intended worksite is situated near the protecting
Signal, a minimum distance of 50 metres must be maintained between the protecting
Signal and the intended worksite as a safety overlap.
Option: Protection: Application:

1. The protecting Controlled Absolute This option may be used at locations where;
Signal placed at ‘Stop’ with blocking
facilities applied. 1. Subject to operational requirements, the points
2. The points ahead of the protecting immediately ahead of the protecting Controlled
1 Controlled Absolute Signal placed Absolute Signal are capable of being placed into
into ‘Hand’ or ‘Manual’ operating ‘Hand’ or ‘Manual’ operating mode.
mode, and 2. On bidirectional lines, a Stop Limit Board must be
3. The installation of a Stop Limit Board placed on both sides of the intended worksite.
on the rail head 50 metres on the
approach side to the intended
worksite.
1. The protecting Controlled Absolute This option may be used at locations where an IMR is
Signal placed at ‘Stop’ with blocking available to assist with application of ASB.
facilities applied.
2. The maintenance of a safety overlap
of 50 metres between the worksite
2 and the protecting Controlled
Absolute Signal, and
3. The provision of an IMR in the
controlling Signalbox or at Metrol.
1. The protecting Controlled Absolute This option may be used where the intended worksite
Signal placed at ‘Stop’ with blocking is situated:
facilities applied.
2. The application of a lockable TCSD 1. In a track circuited area, and
3 across both rails at the intended 2. It is safe to apply a TCSD.
worksite, and
3. The installation of a Stop Limit
Board on the rail head 50 metres on
the approach side to the intended
worksite.
1. The protecting Controlled Absolute This option may be used at locations where:
Signal placed at ‘Stop’ with blocking
facilities applied, 1. The application of the TCSD would be unable to
4 2. The provision of a Lookout at a be confirmed through the signalling system, or
nominated point on the approach 2. A TCSD is unable to be applied either for safety
side to the intended worksite, with or operational reasons, or
3. The minimum sighting distance 3. The intended worksite is situated within axle
relevant to the line speed being counter territory.
available at the location.
Depending on the extent of the worksite, on
bidirectional lines, a Lookout may require to be
placed on both sides of the intended worksite.
11. Changeover of TFPC
The outgoing TFPC must:

1. Tell the incoming TFPC about the details of and limits of the ASB.
2. Hand over all supporting documentation in the form of event logs and diaries,
3. Where relevant, hand over the keys to any independent padlocks applied to points
machines/TCSDs.
The incoming TFPC must:

1. Record the time of handover and names & contact details in the diary or other log.
2. Tell the Signaller of the changed contact details.
3. Tell the Track Access Desk of the changed contact details, and
4. Confirm with individuals in the workgroup that changed contact details are understood.
12. Changeover of IMR
The outgoing IMR must:

1. Introduce the incoming IMR to the Signaller.
2. Tell the incoming IMR about the details of and limits of the ASB, and
3. Tell the incoming IMR about the manner in which the Signals are to be secured with
blocking facilities.
13. Finishing Work under ASB
The TFPC must:

1. Ensure the Workgroup has completed its work and moved to a POS.
2. Ensure all equipment has been removed from the Danger Zone.
3. Withdraw the protection.
4. Where points were placed into ‘Hand’ or ‘Manual’ mode, remove the independent
padlock, restore the points machine to ‘Motor/’Power’ mode and reapply the
safeworking padlock.
5. Where a TCSD was applied, unlock the TCSD and remove it from the track.
6. Tell the Signaller when the points have been restored for normal use or TCSD has
been removed.
7. Advise the Signaller that all works have been completed and that the Danger Zone is
clear of workers and equipment and that ASB may be removed.
8. If attending the Signal Control Location in person, sign the ASB entry in the Train
Register or Log Book.
9. Endorse the diary or other log book with the details of the ASB cancellation
The Signaller must:

1. Remove the Blocking Facilities and ensure the Signals and Points are working
correctly.
2. Endorse the Train Register or Log Book with the details of the ASB cancellation
(and have the entry countersigned by the TFPC, (where they personally attend the
Signal Control Location).
14. Process for Verification of Location

The process for verification of location must only be undertaken from a location where a
POS is available, or one has been created. The process for verification must form part of
the Rail Safety Worksite Hazard Assessment development.
Where an approved TCSD is being utilized to verify the location, an additional level of
protection may be required for the safety of the TFPC applying the unit.
USING SIGNALS or IMR USING POINTS USING AN APPROVED TCSD
TFPC TFPC TFPC

1. Go to an Absolute Signal that 1. Go to a set of points within the 1. Tell the Signaller that a
gives access to or is within the intended worksite. TCSD will be used to verify
intended worksite. 2. Tell the Signaller the identified the identified location.
location will be verified using
2. Tell the Signaller the identified
points,
location will be verified using
3. The points number, and
Signals,
4. The position of the nominated
3. The Signal number, and points.
4. The aspect displayed on the
Signal.
Signaller Signaller Signaller
1. Confirm the current aspect of 1. Confirm the points number and 1. Make sure there is no rail
the signal with the TFPC. their position. traffic in the area where the
TCSD is to be applied.
2. Check no rail traffic is 2. Check that workers are clear of
approaching the Signal. the points. 2. Make sure that all signals
applying to the identified
3. Operate the Signal. 3. Check no rail traffic is
location are at ‘Stop’.
approaching
4. Confirm with the TFPC that the
3. Make sure that there is no
Signal aspect has changed, and 4. Operate the points.
track circuit failure at the
5. Advise the TFPC that the 5. Confirm with the TFPC that the intended location.
worksite location has been nominated points have moved
4. Make sure there are no
verified. to the opposite position, and
overhead traction faults at,
6. Advise the TFPC that the or adjacent to the identified
worksite location has been location.
verified.
5. Authorise the TFPC to apply
the TCSD.
TFPC
1. Apply the TCSD to the
adjacent rails.
2. Confirm with the Signaller
that the track circuit shows
occupied.
3. Remove the TCSD.
that the track circuit is now
clear.
5. Reapply the TCSD to the
adjacent rails.
that the same track circuit
shows occupied.
7. Remove the TCSD.
Signaller
1. Advise the Signaller that the
worksite location is verified.
NOTE:
If the application of the TCSD indicates that the location is not the
identified location, the TFPC must immediately move to the POS and
check the location.
15. References and Legislation

1. PTC 1994 Book of Rules and Operating Procedures, as amended.
2. L1-SQE-PRO-054 – ‘Planning Worksite Protection in the Rail Corridor’
3. L0-SQE-PRO-032 – ‘Safety Critical Communications’.
4. L0-SQE-PRO-070 – ‘Use of Points Machines in conjunction with Absolute Signal
Blocking
5. L0-SQE-PRO-069 – ‘Unindicated Territory on the MTM Network’
6. L0-SQE-PRO-068 – ‘MTM Approved Track Circuit Shorting Devices’
7. Metro Procedure – Signalboxes provided with voice recording equipment

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ABSOLUTE SIGNAL BLOCKING

L1-SQE-PRO-067 Version: 2 Effective from: 1st June 2018

Approval Date Version Description

01/03/2017 1 First release. Supersedes L1-OPS-PRO-016.

01/06/2018 2 Updated to reflect initial stakeholder comments.

L1-SQE-PRO-067 Version: 2 Effective from: 1st June 2018

4. Use of ASB ............................................................................................................. 4

4.1 Restrictions ................................................................................................................ 4

5. Track Force Protection Co-ordinator ................................................................... 4

6. Identification and Verification of Location .......................................................... 4

6a Identification of Location ............................................................................................ 4

7. Requesting ASB .................................................................................................... 5

8. MTM Signalboxes at adjacent ends of a Single Line Section ............................ 7

9. The Role of the IMR ............................................................................................... 8

10. Protecting Defined ASB Limits ............................................................................ 9

11. Changeover of TFPC ........................................................................................... 11

12. Changeover of IMR.............................................................................................. 11

13. Finishing Work under ASB ................................................................................. 12

14. Process for Verification of Location .................................................................. 12

15. References and Legislation ................................................................................ 14

L1-SQE-PRO-067 Version: 2 Effective from: 1st June 2018

L1-SQE-PRO-067 Version: 2 Effective from: 1st June 2018

5. Track Force Protection Co-ordinator

6. Identification and Verification of Location

L1-SQE-PRO-067 Version: 2 Effective from: 1st June 2018

• The intended start and finish times.

The process for verification must be performed as detailed in Clause 14.

L1-SQE-PRO-067 Version: 2 Effective from: 1st June 2018

The Signaller must:

L1-SQE-PRO-067 Version: 2 Effective from: 1st June 2018

8. MTM Signalboxes at adjacent ends of a Single Line Section

The communications relating to both the initial request for ASB

The Signaller receiving the request for ASB must:

L1-SQE-PRO-067 Version: 2 Effective from: 1st June 2018

On receiving advice of ASB finishing, the initiating Signaller must:

9. The Role of the IMR

Attendance at the Rail Safety Pre Work Briefing

On arrival at the controlling Signalbox, the IMR must:

L1-SQE-PRO-067 Version: 2 Effective from: 1st June 2018

10. Protecting Defined ASB Limits

Option: Protection: Application:

L1-SQE-PRO-067 Version: 2 Effective from: 1st June 2018

L1-SQE-PRO-067 Version: 2 Effective from: 1st June 2018

11. Changeover of TFPC

The outgoing TFPC must:

The incoming TFPC must:

12. Changeover of IMR

The outgoing IMR must:

L1-SQE-PRO-067 Version: 2 Effective from: 1st June 2018

13. Finishing Work under ASB

The TFPC must:

The Signaller must:

14. Process for Verification of Location

L1-SQE-PRO-067 Version: 2 Effective from: 1st June 2018

USING SIGNALS or IMR USING POINTS USING AN APPROVED TCSD

TFPC TFPC TFPC

L1-SQE-PRO-067 Version: 2 Effective from: 1st June 2018

15. References and Legislation

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