t hr rs 00300 st - locomotive specific interface requirements · effective date 19 december 2014 ....

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Technical Note TN 097 : 2014

Subject: Change of standard numbering from ESR 0001 – 300 to T HR RS 00300 ST

Issued date 19 December 2014 Effective date 19 December 2014

For queries regarding this document [email protected]

www.asa.transport.nsw.gov.au

This Technical Note is to advise the change to the standard numbering for ESR 0001 - 300

Minimum Operating Standards for Rolling Stock – Locomotive Specific Interface Requirements.

This standard was previously numbered ESR 0001 – 300, and it has now been updated with a

revised numbering of T HR RS 00300 ST.

The content of this standard remains unchanged.

The change to numbering is to ensure alignment with the remaining sections of the Minimum

Operating Standards for Rolling Stock.

Authorisation

Technical content prepared by

Checked and approved by

Interdisciplinary coordination checked by

Authorised for release

Signature

Name Jakub Zawada Michael Uhlig David Spiteri Graham Bradshaw

Position Principal Engineer, Rolling Stock Access Integrity

Lead Engineer, Rolling Stock

Chief Engineer Rail Principal Manager Network Standards & Services

Technical Note - T HR RS 00300 ST.doc Asset Standards Authority © State of NSW through Transport for NSW of 1

mailto:[email protected]

http://www.asa.transport.nsw.gov.au/

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RSU 300 – RAILCORP MINIMUM OPERATING STANDARDS FOR

ROLLING STOCK – LOCOMOTIVE SPECIFIC INTERFACE

REQUIREMENTS

ESR 0001 - 300

Engineering Standard Rolling Stock

Version 1.6

Issued June 2013

Owner: Chief Engineer Rolling Stock

Approved by:

Stephen White, A/Manager, Rolling Stock Access Integrity

Authorised by:

Michael Uhlig, A/Chief Engineer Rolling Stock

Disclaimer This document was prepared for use on the RailCorp Network only. RailCorp makes no warranties, express or implied, that compliance with the contents of this document shall be sufficient to ensure safe systems or work or operation. It is the document user’s sole responsibility to ensure that the copy of the document it is viewing is the current version of the document as in use by RailCorp. RailCorp accepts no liability whatsoever in relation to the use of this document by any party, and RailCorp excludes any liability which arises in any manner by the use of this document. Copyright The information in this document is protected by Copyright and no part of this document may be reproduced, altered, stored or transmitted by any person without the prior consent of RailCorp.

RailCorp Engineering Standard — Rolling Stock ESR 0001 - 300RSU 300 – RailCorp Minimum operating standards for rolling stock – Locomotive Specific Interface Requirements

© RailCorp Page 2 of 38 Issued June 2013 UNCONTROLLED WHEN PRINTED Version 1.6

Document control

Version Date Summary of change 1.0 June 2010 Reformatted and renumbered ESR 001-300. All locomotive

specific RSUs (RSU 300 to RSU 365) have been combined into one document.

1.1 Draft A November 2010 Various 1.1 Draft B January 2011 Various 1.1 February 2011 Issued 1.2 November 2011 Issued 1.3 October 2012 Issued

1.4 November 2012 6.2.4 Allowable locomotive mass increased from 132 to 134 tonnes.

1.5 December 2012 Spec for headlight low bead added (10.8.1) 1.6 June 2013 Issued

Summary of changes from previous version

0.81

Summary of change Section 1.1 Draft A Clause regarding fuel levels when conducting traction performance testing amended 7.1 Formula for Total Ride Index corrected 9.4 Requirements for accuracy of speed indicating device added 10.2 Requirement for spark arresters added 12.3 1.1 Draft B Coupling hose receptacles added. 3.8 Requirements of ECP brake system added 3.9 Clarification for testing hunting on loco with isolated cab added 9.2 Requirements for accuracy of speed indicating device amended 10.2 Reference to “ITSRR Guidelines” amended to read “ITSR Rail Safety Compliance Code”

10.3

Draft 1.2 New section on collision protection added 5.2 Reference to AS 7531 deleted 5.6.1 Reference to AS 7531 deleted 5.6.3 Reference to AS 7531 replaced with ESR 0001 – I (RSU Appendix I) 5.6.4 New section on fire resistance added 5.9 Reference to AS 7531 replaced with ARA Draft Code of Practice, June 2005 Draft 1.3 Minor reformatting and wording changes, references corrected Reference to Australian Standards for Rolling Stock Added 1.5 Requirement for visibility lights to flash now mandatory. Also required when changing direction 10.8.3

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Draft 1.6 ITSR amended to read ONRSR 1.2 The relationship with the Australian Standards for Rolling Stock further defined 1.5 Requirements for locomotive end colours further defined 5.6.3 Requirement for maintaining visibility added 5.6.5 Requirements for minimum fuel added 7.1 Requirement for maintaining lights added 10.8.4

Reference to differences between this standard and AS 7531 added After 10.8.4

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Contents

1 General .....................................................................................................................................7 1.1 Introduction ...............................................................................................................................7 1.2 Purpose.....................................................................................................................................7 1.3 Application.................................................................................................................................7 1.4 Referenced Documents ............................................................................................................8 1.5 Australian Standards for Railway Rolling Stock........................................................................8 1.6 Authorisation of vehicles ...........................................................................................................8 2 Bogie components RSU 310 ..................................................................................................9 2.1 Introduction ...............................................................................................................................9 2.2 Wheels ......................................................................................................................................9 2.3 Axles..........................................................................................................................................9 2.4 Wheel and axle assembly .........................................................................................................9 2.5 Axle bearing assemblies ...........................................................................................................9 2.6 Bogie frames and associated componentry..............................................................................9 2.7 Vehicle suspension ...................................................................................................................9 3 Brakes and pneumatic equipment RSU 320.......................................................................10 3.1 Introduction .............................................................................................................................10 3.2 General requirements .............................................................................................................10 3.3 Location of end equipment......................................................................................................10 3.4 Standard pressures and timings .............................................................................................10

3.4.1 Pressure settings: ....................................................................................................10 3.4.2 Timings: ...................................................................................................................11

3.5 Brake equipment .....................................................................................................................12 3.6 Identification of cocks..............................................................................................................12 3.7 Air dryers.................................................................................................................................12 3.8 Dummy couplers .....................................................................................................................12 3.9 ECP Brakes.............................................................................................................................12 4 Dynamic/regenerative brake RSU 321 ................................................................................13 4.1 Introduction .............................................................................................................................13 4.2 Inoperative dynamic brake......................................................................................................13 5 Body and underframe RSU 330 ...........................................................................................14 5.1 Introduction .............................................................................................................................14 5.2 Design loads and stresses......................................................................................................14

5.2.1 Shock loads: ............................................................................................................14 5.2.2 Loading criteria: .......................................................................................................14

5.3 Couplers and draftgear ...........................................................................................................15 5.4 Toilets......................................................................................................................................15 5.5 Cowcatcher or pilot .................................................................................................................15 5.6 Marking and identification .......................................................................................................16

5.6.1 Code & number........................................................................................................16 5.6.2 Markings ..................................................................................................................16 5.6.3 Locomotive end colours...........................................................................................16 5.6.4 Reflective delineators ..............................................................................................16

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5.6.5 Maintaining visibility .................................................................................................16 5.6.6 AEI Tags ..................................................................................................................16

5.7 Cab security ............................................................................................................................17 5.8 Jumper couplings ....................................................................................................................17 5.9 Fire resistance.........................................................................................................................17 6 Vehicle performance RSU 340 .............................................................................................19 6.1 Introduction .............................................................................................................................19 6.2 Test requirements summary ...................................................................................................19

6.2.1 Jacking point vertical load test.................................................................................20 6.2.2 Static end compression test. ...................................................................................20 6.2.3 P2 force determination.............................................................................................20 6.2.4 Locomotive mass.....................................................................................................20

7 Traction performance RSU 341 ...........................................................................................21 7.1 Introduction .............................................................................................................................21 7.2 Sand........................................................................................................................................21 7.3 Wheelslip control.....................................................................................................................21 7.4 Locomotive Configuration – Traction Control Software ..........................................................22 7.5 Wheel Creep ...........................................................................................................................22 Table 3 Maximum permissible wheel creep.........................................................................................22 7.6 Dynamic Brake Performance ..................................................................................................22 7.7 Traction Performance Tests....................................................................................................23 7.8 Longitudinal Rail Force ...........................................................................................................23 7.9 Traction Performance Tests - Method ....................................................................................23 7.10 Traction Performance Tests – Acceptance Criteria ................................................................23 7.11 Setting Maximum Load ...........................................................................................................23 7.12 Consultation ............................................................................................................................24 8 Braking performance RSU 342 ............................................................................................25 8.1 Introduction .............................................................................................................................25 8.2 Static brake tests.....................................................................................................................25

8.2.1 Static brake valve operation test .............................................................................25 8.2.2 Brake block force .....................................................................................................25 8.2.3 Single car air test .....................................................................................................25 8.2.4 Parking/hand brake holding test ..............................................................................25 8.2.5 Operation of driver safety system............................................................................26

8.3 On-track brake performance ...................................................................................................26 8.4 Locomotives to be hauled dead attached ...............................................................................27 9 Locomotive ride performance RSU 343..............................................................................28 9.1 Introduction .............................................................................................................................28 9.2 Base ride performance requirements......................................................................................28 9.3 Recommended ride performance requirements .....................................................................28 9.4 Ride index algorithm ...............................................................................................................29 10 Safety equipment RSU 350...................................................................................................30 10.1 Driver’s safety system.............................................................................................................30 10.2 Speed indicating device ..........................................................................................................30 10.3 Data logger/recorder ...............................................................................................................31

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10.4 Driver’s emergency cock.........................................................................................................31 10.5 Flowmeter ...............................................................................................................................31 10.6 Emergency equipment ............................................................................................................31 10.7 Communications .....................................................................................................................31 10.8 Lights.......................................................................................................................................32

10.8.1 Headlights................................................................................................................32 10.8.2 Marker/tail lights.......................................................................................................32 10.8.3 Visibility lights ..........................................................................................................32 10.8.4 Maintenance ............................................................................................................33

10.9 Horns.......................................................................................................................................34 11 Locomotive type specific requirements RSU 360 .............................................................35 11.1 Introduction .............................................................................................................................35 12 Diesel/electric or diesel/hydraulic locomotives RSU 361 .................................................35 12.1 Introduction .............................................................................................................................35 12.2 Hauling a dead diesel/hydraulic locomotive............................................................................35 12.3 Spark arresters........................................................................................................................35 13 Electric locomotives RSU 362 .............................................................................................35 13.1 Introduction .............................................................................................................................35 13.2 Pantograph isolation ...............................................................................................................35 13.3 Use of multiple pantographs ...................................................................................................36 13.4 Energy consumption meter .....................................................................................................36 14 Steam locomotives RSU 363................................................................................................36 14.1 Introduction .............................................................................................................................36 14.2 Boiler inspections ....................................................................................................................36 14.3 Flangeless wheels...................................................................................................................36 14.4 Firebox servicing .....................................................................................................................36 14.5 Bushfire danger.......................................................................................................................36 15 Driver only operation RSU 364 ............................................................................................37 15.1 Introduction .............................................................................................................................37 15.2 Additional equipment...............................................................................................................37 15.3 Approval ..................................................................................................................................37 16 Remote controlled locomotives RSU 365...........................................................................38 16.1 Introduction .............................................................................................................................38 16.2 Radio control ...........................................................................................................................38

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1 General

1.1 Introduction RailCorp has established interface requirements pertaining to vehicles operating on the RailCorp network.

The 300 series of standards are part of the RailCorp Minimum Operating Standards for Rolling Stock. This series should be read in conjunction with the entire standard, which is made up of the following parts:

000 series General Requirements

100 series General Interface Requirements

200 series Common Interface Requirements

300 series Locomotive Specific Interface Requirements

RSU Appendices

1.2 Purpose The purpose of these standards is to ensure that all rolling stock operating on the RailCorp network meet the minimum standards required by RailCorp’s accreditation with the Office of National Rail Safety Regulator (ONRSR).

1.3 Application The requirements of these standards will apply to all new, substantially modified vehicles and vehicles that have not operated on the RailCorp network. Older rolling stock that is operating on the RailCorp network as at August, 1997 may not fully comply with the requirements of these Units but will be assessed considering the design and proposed use of the vehicle(s).

In these units, the terms “owner” and “operator’ are used. They refer to the owner of the rolling stock and the operator using that rolling stock. These may or may not be the same organisation.

When the words “shall” or “must” are used in this document, the requirements shall be read as mandatory for vehicles operating on the RailCorp network.

When the word “should” is used in this document, the requirements shall be read as recommended.

When the word “may” is used in this document, the requirements shall be read as advisory.

For the purposes of interpretation of this RSU, power cars which do not carry passengers shall be treated as a locomotive and meet the requirements specified in the 300 series of Rolling Stock Units. Dedicated trailer cars which operate in conjunction with the above mentioned power cars shall be treated as locomotive hauled passenger cars and meet the requirements of the 500 series of Rolling Stock Units.

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1.4 Referenced Documents ROA Manual of Engineering Standards and Practices.

Australian Standards for Railway Rolling Stock

AS 7531 Lighting and Rolling Stock Visibility

RailCorp Train Operating Conditions manual TMR 001 – OS 001 IM

1.5 Australian Standards for Railway Rolling Stock Where the requirements of these standards differ from the requirements of the Australian Standards for Railway Rolling Stock, there will be a text box detailing the difference.

AS 75xx Differences between RailCorp Minimum Operating Standards and the

Australian Standards for Rolling Stock will be indicated in a box such as this.

For any vehicle to operate on the RailCorp network, the requirements of these standards will take precedence to the Australian Standards where there are conflicts in requirements.

As the RailCorp Minimum Operating Standards for Rolling Stock only specifies interface requirements, there are additional requirements specified in the Australian Standards for Railway Rolling Stock. All rolling stock should be manufactured to meet the additional requirements contained in Australian Standards for Railway Rolling Stock.

Note: The gap analysis of the RailCorp Minimum Operating Standards for Rolling Stock and the Australian Standards for Railway Rolling Stock is ongoing. As new Australian Standards for Railway Rolling Stock are published and as the gap analysis progresses, additional text boxes will be added to these standards.

1.6 Authorisation of vehicles For the assessment of locomotives to operate on the RailCorp network, the vehicle information pack in ESR 001 – A1 (RSU Appendix A1) shall be completed and submitted.

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2 Bogie components RSU 310

2.1 Introduction This section contains bogie related requirements which are specific to locomotives. All requirements in ESR 001 – 200 (RSU 200) which are common requirements also apply to locomotives.

2.2 Wheels Refer to ESR 001 – 200, Section 2 (RSU 210) for common wheel requirements.

• ESR 001 – 200, Section 3 (RSU 211) Wheels, design & manufacture

• ESR 001 – 200, Section 4 (RSU 212) Wheels, minimum operational requirements

2.3 Axles Refer to ESR 0001 – 200, Section 5 (RSU 220) for common axle requirements

2.4 Wheel and axle assembly Refer to ESR 001 – 200, Section 6 (RSU 230) for common wheel and axle assembly requirements

2.5 Axle bearing assemblies Refer to ESR 001 – 200, Section 7 (RSU 240) for common axle bearing assembly requirements

2.6 Bogie frames and associated componentry Refer to ESR 001 – 200, Section 8 (RSU 250) for common requirements for bogie frames and associated componentry

2.7 Vehicle suspension

Refer to ESR 001 – 200, Section 9 (RSU 260 for common vehicle suspension requirements

• ESR 001 – 200, Section 10 (RSU 261) Suspension springs

• ESR 001 – 200, Section 11 (RSU 262) Suspension damping

• ESR 001 – 200, Section 12 (RSU 263) Resilient suspension components

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3 Brakes and pneumatic equipment RSU 320

3.1 Introduction The braking systems and equipment fitted to locomotives must be compatible with the brake systems and equipment of vehicles being hauled by the locomotive to ensure that the brakes apply and release as required. Otherwise skidded or scaled wheels could occur.

3.2 General requirements In general, locomotive brake systems shall consist of equipment providing for an automatic air brake system and a locomotive independent brake system.

The brake pipe pressure shall be maintained at the demanded pressure reduction whilst the train system is subject to a train brake pipe leakage of 50 kPa per minute.

The automatic brake shall be fitted with a minimum reduction feature which reduces the brake pipe pressure by 50 kPa on initial application.

Full service reduction of the automatic brake shall reduce brake pipe pressure by 150 to 175 kPa. A separate emergency cock which is connected directly to the brake pipe shall be provided on the driver's control stand and the exhaust piped externally.

[Reference: ROA Manual of Engineering Standards and Practices, Section 13.10.2.1]

The automatic brake valve shall:-

• charge the brake pipe when in release

• reduce the brake pipe pressure when applying brakes

• fully exhaust the brake pipe when in emergency

Some earlier designs of locomotives may not fully comply with these requirements but will be assessed considering the type of brake equipment fitted and the proposed use of the locomotive.

Alternate brake systems, such as electronically controlled pneumatic (ECP) brake, will be permitted provided the owner/operator has procedures in place for the removal of disabled trains (with the alternate brake system) from a section.

3.3 Location of end equipment Locomotives shall have coupling cocks located as shown in ESR 001 – G, Diagrams G9 and G10 (RSU Appendix G) of this manual.

3.4 Standard pressures and timings Standard pressures shall comply with the following:

3.4.1 Pressure settings: The standard pressure settings are:

• Main reservoir safety valves 900 kPa

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• Brake pipe 500 kPa

Note: Brake pipe pressure should be adjustable by hand by the driver in the range 400 kPa to 650 kPa

Brake cylinder pressure:

• Automatic and emergency application 350 kPa

• Independent application (control pipe) 350 kPa

• Independent (brake cylinder pressure) 560 kPa

• Brake cylinder pressure warning light 10 kPa cut out, 40 kPa cut in

Additional settings:

• Vigilance suppression (b/c pressure) 170 kPa

• Dynamic brake interlock (b/c pressure) 100 kPa

• Spring parking brake release pressure not less than 420 kPa

All pressure governors (pressure switches) shall meet the following requirements:

Contacts Close Contacts Open kPa • Governor

• Compressor 750 kPa 850

• Control (power out) 350 kPa 250

• Parking brake 420 kPa 480

All the above governor pressures are subject to a tolerance of ±15 kPa.

All governors shall be able to withstand a pressure of 1050 kPa.

[Reference: ROA Manual of Engineering Standards and Practices Section 13.10.2]

3.4.2 Timings: Independent brake:

• Application 0-500 kPa: 2 seconds

• Release 300 to 30 kPa: 4-5 seconds

Automatic brake:

• Full service:

• Equalising 500-350 kPa 4.5-7 seconds

• Brake cylinder 0-350 kPa 8-10 seconds

Emergency:


• Brake pipe 500-30 kPa 3-4 seconds

• Equalising reservoir 500-1 00 kPa then to zero 20 seconds

Release:

From full service:

• Brake cylinder 350- 30 kPa 6-9 seconds

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• ER and BP pressure 350-500 kPa 2 seconds

From emergency


Spring parking brake

• Off to fully applied 6-8 seconds

[Reference: ROA Manual of Engineering Standards and Practices Section 13.10.2]

3.5 Brake equipment Refer to ESR 001 – 200, Section 15 (RSU 271) for common brake equipment.

3.6 Identification of cocks All cut-out or isolation cocks shall be clearly identified and handles painted white.

3.7 Air dryers It is recommended that air dryers be fitted to reduce the damage caused by water on brake equipment.

It is recommended that silencers be fitted to the air exhaust of the air dryers and that the exhaust be directed such that dust is not blown up around the locomotive.

3.8 Dummy couplers All new locomotives shall be fitted with dummy couplings or coupling hose receptacles for all coupling hoses.

It is recommended that all existing locomotives be fitted with dummy couplings or coupling hose receptacles.

3.9 ECP Brakes The functional properties of ECP brake equipment shall be interoperable with an ECP brake system that conforms with the requirements in AAR Manual of Standards, Section E-II.

The ECP brake system on the wagon shall be compatible with the ECP brake system fitted to the hauling locomotive.

ECP functionality shall be tested for correct operation on all train configurations for which it is intended to operate.

Locomotives shall be fitted with vent valves. The number of and spacing of vent valves to be in accordance with AAR requirements.

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4 Dynamic/regenerative brake RSU 321

4.1 Introduction It is recommended that locomotives, where practicable, be equipped with extended range dynamic brake. The system shall make the maximum possible use of the energy transfer capability of the traction system in order to provide the maximum braking effort from this feature. The dynamic brake shall provide a constant maximum braking effort over as wide a speed range as possible (nominally from 50 km/h to as near as possible to zero speed).

[Reference: ROA Manual of Engineering Standards and Practices, Section 13.10.1.3.]

Locomotives not fitted with dynamic brake shall be restricted in light engine operation between Katoomba and Valley Heights. Refer to Train Operations in the General Instruction Pages of the RailCorp Train Operating Conditions Manual

4.2 Inoperative dynamic brake Locomotives without an operative dynamic or regenerative brake will be subject to restrictions when operating as light locomotives on descending from Katoomba to Valley Heights.

Refer to Train Operations in the General Instruction Pages of the RailCorp Train Operating Conditions Manual.

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5 Body and underframe RSU 330

5.1 Introduction The locomotive body and underframe shall be designed to the following design loads and stresses.

Some earlier designs of locomotives may not fully comply with these requirements but will be assessed considering the equipment fitted and the proposed use of the locomotive.

New special purpose designed locomotives may not need to meet the requirements below, but due regard shall be given to the application and the operation in which these locomotives are proposed to be used.

5.2 Design loads and stresses

5.2.1 Shock loads: • Longitudinal 4 g*.

• Transverse 2 g*.

• Vertical 2 g*.

For axle mounted components:

• Vertical 20 g*.

• Other directions 4 g*.

* g being the acceleration due to gravity of 9.81 m/s2.

[Reference: ROA Manual of Engineering Standards and Practices Section 13.7.1.2]

5.2.2 Loading criteria: The underframe shall be designed to withstand the following conditions, with the locomotive fully equipped.

A static end force of 2250 kN both tensile and compressive, applied at and acting along the centreline of the draft gear without exceeding the safeworking stress for any member.

A compressive end force of 4450 kN applied at the centre line of draft gear without permanent deformation in any member of the vehicle structure.

The locomotive complete with bogies being lifted with one jack placed centrally near the drawgear carrier plate or from the coupler at either end of the locomotive without exceeding the critical design stress for any member with the locomotive supported on the other bogie.

The locomotive complete with bogies being lifted from the jacking pads and lifting brackets at the sides of the locomotive, without exceeding the safeworking stress for any member.

A longitudinal shock load, as specified in Clause 5.2.1 applied to any component attached to the underframe without exceeding the critical design stress for any member.

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A vertical live load as specified in Clause 5.2.1 comprising the weight of all fully serviced components supported by the underframe, without exceeding the critical design stress on any member.

A vertical load of 225 kN applied to the coupler at the pulling line, both upwards and downwards, without exceeding the safe working stress for any member.

[Reference: ROA Manual of Engineering Standards and Practices, Section 13.7.]

Vertical anti-collision members shall be provided at each end of the vehicle. These members shall withstand, without permanent deformation, a longitudinal force of 540 kN applied at a point 1650 mm above rail level combined with a lateral force of 90 kN applied to diagonally opposite corners at the same height.

Anti-climbers shall be fitted to the ends of all locomotives. These shall include horizontal bars which have the capacity to interlock and restrict relative vertical movement between adjacent locomotives in the event of longitudinal impacts causing the locomotive ends to come in contact.

Anti-climbers shall be designed to withstand a minimum vertical force of 890 kN without exceeding the ultimate strength of the material. The force shall be applied under the anti-climber assembly to one shelf at a time, centrally and uniformly between the centre sill webs.

Anti-climbers should consist of not less than three (3) steel shelves or bars, spaced 100-110 mm apart and extending across the full width of the car body structure where possible. Each bar should be not less than 15 mm thick and shall protrude 50mm or more. The height above rail shall match that of other locomotives with which the locomotive is likely to operate. For interstate locomotives the preferred height is 1550-1600 mm to the top of the anti-climber.

5.3 Couplers and draftgear Automatic couplers and draftgear shall comply with the requirements specified in ESR 001 – 100, Section 5 (RSU 140).

Coupler heights shall be within the following limits:

• New and overhauled condition, full provisions 880 to 890 mm.

• In service condition 840 to 900 mm.

5.4 Toilets Where a toilet is fitted, it shall be in accordance with ESR 001 – 100, Section 6.6 (RSU 150).

5.5 Cowcatcher or pilot Locomotives shall be fitted with a cowcatcher, pilot or wheel guard iron to deflect and prevent beasts or other objects on the track from passing under the locomotive.

The minimum height of the cowcatcher or pilot shall be 80 mm above rail with solid springs and wheels at condemn diameter. If spring packing is proposed at wheel turnings to compensate for reduced wheel diameter, then the minimum height shall be 80 mm with solid springs.

The height for wheel guard irons above rail under any condition of wear and dynamics shall not be less than 30 mm.

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5.6 Marking and identification

5.6.1 Code & number Each locomotive shall have a unique identification code/number clearly marked on each side and each end of the locomotive. The minimum height of lettering shall be 125 mm. The colour of marking shall contrast with the background colour of the locomotive.

Locomotives shall be fitted with number lights.

5.6.2 Markings Locomotives shall have the fully provisioned mass, the tare mass and the coupled length stencilled on each side of the locomotive at or about underframe/solebar level.

5.6.3 Locomotive end colours The ends of the locomotive should be painted in contrasting colours to enhance visibility for trackside personnel and motorists at level crossings. The colours must contrast against the colour of the locomotive and its operating environment.

The minimum area of contrasting colours shall be 1 m2 with a continuous height or width of 0.6 metres. If the front is not vertical, then the frontal projection of area of contrasting colours shall not be less than 1 m2.

AS 7531 RailCorp does not specify contrasting colours on the sides of locomotives.

AS 7531 requires high visibility colours on the sides of locomotives. AS 7531 also specifies colours and paint standards.

5.6.4 Reflective delineators To enhance visibility of locomotives from the side at level crossings, locomotives shall be fitted with reflective delineators (reflectors) in accordance with ESR 0001 – I (RSU Appendix I).

5.6.5 Maintaining visibility The presence of number lights, livery (end contrasting colours) and reflective delineators are critical to their function as safety devices.

Accordingly, the cleaning of number lights, livery and reflective delineators, the checking of their attachment to the vehicle shall be included as a routine task in all scheduled and corrective maintenance functions.

5.6.6 AEI Tags All locomotives shall be fitted with standard AEI tags as specified in ESR 0001 – H (RSU Appendix H).

Reuse of used AEI tags is not permitted

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5.7 Cab security All locomotives should be fitted with a means of locking the cab when unattended. This is mandatory for locomotives used or proposed for driver only operation.

5.8 Jumper couplings For multiple unit operation, locomotives should be fitted with standard 27 pin jumper couplings.

Jumper couplings shall be fitted to each side of each end of the locomotive.

The standard jumper coupling is the Pyle National Type WWRB 527 coupling.

The coupling shall not be more than 1750 mm above rail.

The locomotive should be fitted with dummy sockets to store the couplings when not in use.

The train wire allocation, designation and function shall be in accordance with Table 1.

[Reference: ROA Manual of Engineering Standards and Practices, Section 13.5.6.]

5.9 Fire resistance Consideration shall be given to limit the fire resistance, flammability & toxicity properties for materials used in the construction of rolling stock.

All materials used in the construction of locomotives shall be selected so as to minimise the risk of fire, the rate of spread and the level and effect of the products on combustion.

The car design and construction shall minimise the potential for a fire to spread rapidly throughout the vehicle, into the roof space, or to adjoining vehicles or buildings and structures.

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Pin Number Standard Function Standard Code

1 Spare

2 Alarm signal SG

3 Engine speed DV

4 Negative N

5 Manual power control set-up

6 Generator field

7 Engine speed CV

8 Forward FO

9 Reverse RE

10 Wheel slip WS

11 Manual power control _

12 Engine speed BV

13 Pos control PC

14 Brake cylinder pressure BCP

15 Engine speed AV

16 Engine run ER

17 Dynamic brake set-up B

18 Select–a-power _

19 Spare

20 Brake warning light BW

21 Dynamic brake BG

22 Compressor CC

23 Sanding SA

24 Brake control – dynamic brake excitation BC

25 Park brake on

26 Park brake off

27 Spare

Table 1 - Standard train wire designations and functions [Reference: ROA Manual of Engineering Standards and Practices, Table 13-5A.]

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6 Vehicle performance RSU 340

6.1 Introduction The performance of the locomotive shall be in accordance with the requirements of this RSU Manual. The performance specified in this Unit relates to the operation of the locomotive on the RailCorp network. This section covers compatibility tests, adhesion and structural strength tests.

6.2 Test requirements summary The following table summarises the test requirements for locomotives

Compatibility test References standards

in other Referencesthis standard

in

Static rolling stock outline test ESR 0001 – 200, Section 19 (RSU 281)

Static vehicle weigh test ESR 0001 – 200, Section 20 (RSU 282)

(see 6.2.4 below)

Static vehicle twist test ESR 0001 – 200, Section 21 (RSU 283)

Vehicle/bogie swing test ESR 0001 – 200, Section 22 (RSU 284)

Vehicle/vehicle swing test ESR 0001 – 200, Section 23 (RSU 285)

Static brake test ESR 0001 – 200, Section 24 (RSU 286)

Section 8 (RSU 342)

Brake performance test ESR 0001 – 200, Section 25 (RSU 287)

Section 8 (RSU 342)

Ride performance test ESR 0001 – 200, Section 26 (RSU 288)

Section 9 (RSU 343)

Kinematic rolling stock outline test ESR 0001 – 200, Section 27 (RSU 289)

Traction performance test Section 7 (RSU 341)

Environmental tests ESR 0001 – 200, Section 29 (RSU 292)

Signal visibility test ESR 0001 – 200, Section 30 (RSU 293)

Electrical safety inspection ESR 0001 – 200, Section 31 (RSU 294)

Signal compatibility test ESR 0001 – 200, Section 32 (RSU 295)

Signal interference test ESR 0001 – 200, Section 33 (RSU 296)

Safety equipment function test ESR 0001 – 200, Section 36 (RSU 299)

Fitment of AEI tags ESR 0001 – 200, Section 31 (& Appendix H)

Section 5.6 (RSU 330)

Fitment of reflective delineators Section 5.6 (RSU 330)

Table 2

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Refer to ESR 0001 – 200, Section 18 (RSU 280) for the sequencing of tests, and requirements for the movement of vehicles and for conducting dynamic tests.

6.2.1 Jacking point vertical load test. It is recommended that the owner/operator conduct jacking point vertical load tests to ensure that the locomotive is capable of withstanding loads imposed during vehicle recovery.

Refer to ESR 0001 – 200, Section 34 (RSU 297) Vehicle structural tests.

6.2.2 Static end compression test. It is recommended that the owner/operator conduct a static end compression test to ensure that the locomotive is capable of withstanding the loads imposed during operation. Loads shall be commensurate with the proposed maximum duty of the locomotive. .

Refer to ESR 0001 – 200, Section 34 (RSU 297) Vehicle structural tests.

6.2.3 P2 force determination. The P2 force shall not exceed the limits specified in ESR 0001 – 100, Section 3 (RSU 120).

6.2.4 Locomotive mass Locomotives shall be type tested to determine the fully provisioned mass, however, where any axle load can possibly exceed agreed limits each locomotive of that type shall be weighed to determine the load distribution across all axles.

Note: For maximum adhesive tractive effort, it is in the interest of owner/operators to have their locomotive axle load distribution for each individual locomotive on driven axles within the limits specified in ESR 0001 – C (RSU Appendix C).

The maximum locomotive mass for unlimited operation on the RailCorp network is 134 tonnes for a six axle locomotive (22.33 tonne axle load).

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7 Traction performance RSU 341

7.1 Introduction Traction performance tests shall be carried out for each type of locomotive to determine the loads that the locomotive can be expected to haul, and to ensure that the locomotive can haul its rated load in all weather conditions without causing damage to the railhead.

The test shall be undertaken to RailCorp Engineering Procedure EPR 0012.

The test locomotive/s shall have minimum fuel, but have sufficient fuel to complete the nominated journey to a Sydney location.

The fuel level shall be recorded before conducting traction performance tests.

An adhesion test must be carried out with a single test locomotive. Additional tests may be carried out with multiple test locomotives.

Following the completion of the above tests, the agreed locomotive loads and conditions, for operation on the RailCorp network, will be published in the RailCorp Train Operating Conditions manual.

7.2 Sand Locomotives may use sand to enhance the adhesion capabilities in poor conditions.

Locomotives equipped with sanding equipment for adhesion enhancement shall have adequate measures in place to prevent sand leakage and abnormal sanding.

Sanding systems shall have a means for preventing water ingress into the sanding system (boxes, traps and pipes) and eliminate sand box and pipe blockage.

Locomotives using sand shall be equipped with an approved system for removing sand from the rails immediately behind the last wheel of the trailing bogie, in each direction of travel. The system shall be controlled by and operate concurrently with the sand application system.

[Reference: ROA Manual of Engineering Standards and Practices section 13.11.5.3.]

7.3 Wheelslip control All locomotives operating on the RailCorp Network must be fitted with a suitable wheelslip control system to prevent uncontrolled wheelslip. Heritage locomotives that do not comply with this requirement will be considered on a case by case basis.

All locomotives operating on the RailCorp Network must be fitted with a wheelslip detection system which shall be train lined to ensure that wheelslip on other locomotives in a multiple unit consist is capable of being monitored by the driver.

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7.4 Locomotive Configuration – Traction Control Software The configuration of the locomotive shall be as intended for operation within the RailCorp Network. The version of any traction control software fitted must be specified by the owner/operator. If any amendment or version upgrade is implemented, the locomotive owner must advise the Manager, Rolling Stock Access Integrity and provide evidence that traction performance and signal interference will not be affected by the change. The Manager, Rolling Stock Access Integrity may require a further test. The Manager, Rolling Stock Access Integrity must be advised and provided with supporting documentation as to affects on traction performance and signal interference status. Further traction performance testing and signal interference testing may be required.

7.5 Wheel Creep It is understood that most modern locomotives obtain an enhanced adhesion level by permitting some wheel creep. However, as excessive wheel creep may damage, or accelerate the wear of the rail head it is important that wheel creep be limited to that specified in Table 3 below:

Locomotive owners/operators must submit data specifying the maximum and average wheel creep.

Locomotive creep limits shall be in accordance with Table 3.

Loco Speed (Km/h) Creep Range

0 - 5 1%-10%

5 – 10 1% - 6%

10 – 25 1% - 6%

Greater than 25 1% - 6%

Table 3 Maximum permissible wheel creep

7.6 Dynamic Brake Performance During dynamic braking locomotives must not exert a force greater than 230 KN max from 16 km/h to 45 km/h and reducing linearly to zero at speeds below 16 km/h. Operators must ensure that train crew have clear procedures to maintain this requirement where not controlled by the locomotive.

Dynamic Brake Performance

0

50

100

150

200

250

0 20 40 60 80 100 120

Speed (km/h)

Dyna

mic

Bra

ke F

orce

(kN

)

Chart 1 Dynamic Brake Performance

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7.7 Traction Performance Tests The Manager Rolling Stock Access Integrity may undertake practical testing of locomotives to verify their performance claim.

The decision to undertake such testing will be based upon the following factors:

• Previous experience with the locomotives to be introduced (or similar types)

• Known problems with the locomotives being introduced (on RailCorp or elsewhere).

• Any locomotive configuration which has not been previously tested in accordance with RailCorp RCP0012 shall be tested.

7.8 Longitudinal Rail Force For AC traction locomotives, when three locomotives are marshalled at the front of the train and are powering there is a risk of track buckling due to compressive reactive forces in the rail immediately behind the last powering locomotive. To minimise this risk, an unloaded vehicle or empty platform in the case of intermodal vehicles must not be marshalled in this position when the trailing load exceeds 70% of the maximum load.

For AC traction locomotives, testing shall be conducted to validate the level of longitudinal force exerted by the locomotive to the rails under maximum tractive effort.

7.9 Traction Performance Tests - Method The Manager Rolling Stock Access Integrity will specify the location of the test traction performance test. It will generally be between Hawkesbury River and Cowan in the Up direction (Cowan Bank). However, if required, the test may be undertaken elsewhere at the direction of Manager Rolling Stock Access Integrity.

Note: If a load test is undertaken at any location other than the Cowan Bank the results can only be used to authorise loads for that particular corridor/line. It cannot be used to authorise loads across the RailCorp Network.

The process documented in EPR0012 shall be followed.

7.10 Traction Performance Tests – Acceptance Criteria • Traction Performance - Successfully haul specified trailing load with no uncontrolled

wheelslip. (refer to EPR 0012)

• Running Time – meet sectional running time for published schedule in the Train Operation Conditions Manual. (refer to EPR 0012)

• Maximum wheel creep not to exceed that specified in 7.5 above.

7.11 Setting Maximum Load The Maximum load shall be determined as a result of successful adhesion tests. Generally, the load and recommended sectional running times will be specified within the load ratings already published in the TOC Manual.

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7.12 Consultation Should a locomotive owner/operator not agree with the load specified by RailCorp, they may provide further documentation such as successful operation elsewhere, enhancements of the locomotives, or evidence of technical failures on the tested locomotives as part of a case for further review.

Subsequent tests may be undertaken at the cost of the owner/operator.

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8 Braking performance RSU 342

8.1 Introduction Braking performance is specified to ensure that locomotives are compatible with spacing and overlaps of the current signalling systems. Refer to ESR 0001 – 100, Section 7 (RSU 160).

8.2 Static brake tests The following static brake tests are required for locomotives:

8.2.1 Static brake valve operation test Static brake valve operation tests shall be conducted to ensure that the brakes apply and release and that the pressures and timings comply with the requirements specified in Section 3 (RSU 320).

8.2.2 Brake block force As a guide the following minimum net brake ratios are recommended for a full service application of the automatic brake (brake cylinder pressure 350 kPa). Refer to ESR 0002 – 200, Section 24 (RSU 286).

Brake Block Type Minimum Net Brake Ratio

Automatic Brake Independent Brake

High friction composite 13 % 20 %

Medium friction composite 20 % 34 %

Low friction composite 28 % 45 %

Cast Iron 28 % 45 %

Table 3 - Minimum Net brake ratios

The above net brake ratios shall be measured with a 150 kPa brake pipe reduction for the automatic brake and a full application for the independent brake.

8.2.3 Single car air test A single car air test may be required. Refer to Section 8.4.

8.2.4 Parking/hand brake holding test The spring parking or handbrakes on locomotives shall be capable of holding the locomotive in the fully provisioned condition on a 1 in 30 grade indefinitely.

The spring parking brake shall be applied to the maximum number of axles as is feasible.

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The status of each spring or manual parking brake shall be indicated in the cab. The status of the parking brakes shall also be train-lined as indicated in Section 5, Table 1 (RSU 330) so that any applied brake/s in a locomotive consist are indicated to the driver.

[Reference: ROA Manual of Engineering Standards and Practices Section 13.10.1.2.]

8.2.5 Operation of driver safety system Refer to Section 10 (RSU 350) Safety equipment.

8.3 On-track brake performance Braking performance of the locomotive with high friction composite brake blocks shall comply with the following requirements:

A full service application of the locomotive automatic brake shall be able to stop the locomotive on level tangent track, with dry rails, within the following maximum distances:

Speed (km/h) Stopping distance (metres)

20 50

40 501

60 502

80 004

100 006

120 800 ( rapolated)ext

140 1050 trapolated)(ex

Table 4 - Minimum stopping distances with high friction brake blocks [Reference: ROA Manual of Engineering Standards and Practices Section 13.10.1.1.]

Braking performance of the locomotive with low or medium friction composite brake blocks or cast iron brake blocks shall comply with the following requirements:

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A full service application of the locomotive automatic brake shall be able to stop the locomotive on level tangent track, with dry rails, within the following maximum distances:

Speed (km/h) Stopping distance (metres) (GW16)

20 94

40 281

60 523

80 836

100 1229

115 1587

Table 5 - Minimum stopping distances (not high friction brake blocks)

8.4 Locomotives to be hauled dead attached Locomotives that are to be hauled dead attached on the rear of a train or within a train consist but not marshalled against the train locomotives shall be single car tested for sensitivity of the brake equipment. Refer to ESR 0001 – 200, Section 24 (RSU 286).

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9 Locomotive ride performance RSU 343

9.1 Introduction The following bogie related performance parameters are the minimum requirement for the operation of locomotives on the RailCorp network.

9.2 Base ride performance requirements The base ride performance requirements are as specified for freight vehicles in ESR 0001 – 200, Section 26 (RSU 288).

For locomotives equipped with vibration isolated cabs, the base ride performance specified shall be measured using accelerometers positioned outside the cab, but as near as possible to the locomotive trailing bogie centre.

Sustained hunting is not permitted. In this case, hunting shall be defined as sinusoidal lateral oscillations of the wheelset resulting in greater than 0.5 Hz sinusoidal lateral body accelerations measured at the bogie centre of greater than 0.15 g sustained for 10 seconds or longer.

Where the vehicle is fitted with an isolated cab, hunting is assessed using a lateral accelerometer positioned on the underframe outside the cab, as near as possible to the trailing bogie centre.

9.3 Recommended ride performance requirements In the interests of crew comfort and safety, the ride quality specified below is recommended.

Speed (km/h) Vertical Ride Index Lateral Ride Index

Maximum design speed 3.2 3.0

Table 6 - Ride quality

These ride index values are recommended for wheels up to the fully worn condition.

For locomotives with vibration isolated cabs, it is recommended that the ride index be measured using accelerometers positioned inside the cab, as close as possible to the bogie centre.

These recommended ride performance requirements are in addition to the base ride performance requirements specified in ESR 0001 – 200, Section 26 (RSU 288).

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9.4 9.4 Ride index algorithm Ride index algorithm Ride index shall be calculated in accordance with the algorithm specified below: Ride index shall be calculated in accordance with the algorithm specified below:

The ride index algorithm is implemented as follows: Acceleration data is weighted by the function: The ride index algorithm is implemented as follows: Acceleration data is weighted by the function:

Ri = 7.07 (Vi)0.1Ri = 7.07 (Vi)0.1

where the i-th value refers to the peak amplitude of a frequency component derived from an FFT analyser. where the i-th value refers to the peak amplitude of a frequency component derived from an FFT analyser.

The funThe funcction Vtion Vii is defined is defined as folloas follows: ws:

Frequency Range Frequency Range Vi Vi Vi Vi (Hz) (Hz) (Vertical) (Vertical) (Lateral) (Lateral)

0 – 6 0.32 fa3 4.32 a3

6 – 20 400 a3 / f3 650 a3 / f3 20+ a3 / f a3 / f

Table 7 where f = frequency, (Hz), a = amplitude, g peak (1 g = 9.81 m/s2)

The total ride index is calculated from the i values by:

RItotal = [∑ (RIi)10]0.1i=ni=1

Notes:

1. Frequency analysis will utilise FFT analysis of at least 400 lines with 0.25 Hz resolution. Data shall be averaged over 32 averages to minimise statistical error. 16 averages is acceptable for comparative evaluations only.

2. Analysis shall be restricted to the 0.5 to 50 Hz band. 3. Weighting filters implementing the above weightings are acceptable provided: 4. integration is performed over 10-15 second periods. 5. the Integrated values are recorded over at least 3 km of track and reported as a mean

and sample variance. 6. Data for analysis shall come from samples at substantially constant speed (variance ±

5 km/h). [Reference: ROA Manual of Engineering Standards and Practices, Section 13.4.2]

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10 Safety equipment RSU 350

10.1 Driver’s safety system Each locomotive, except those specified below, shall be fitted with driver’s safety systems as specified in ESR 0001 – D (RSU Appendix D).

• Some locomotives, eg shunting locomotives and shunting tractors which are confined to shunting yards, may be exempt from this requirement for shunting use only. Where such a locomotive may possibly be used on a train or travel light engine on the RailCorp network it shall comply with the above requirements or operate under special conditions as determined by RailCorp.

• Steam and heritage locomotives may be exempt from this requirement and operate under special conditions as determined by RailCorp.

• Locomotives not fitted with driver’s cabs.

10.2 Speed indicating device Each driving position shall have an operative speed indicating device.

Any speed indicating devices which are displayed on a visual display unit shall display the speed to an accuracy shown below or better, when compared to the true vehicle speed at all times.

Speedometers should be recalibrated to compensate for wheel wear/wheel turning.

If the speedometer does not have wheel diameter compensation, the speedo should be calibrated to a diameter midway between the new wheel diameter and condemning diameter.

Existing vehicles New vehicles from 1 March 2011

Speedo with wheel +/- 7% +/- 5 % diameter compensation

Speedo without wheel +/- 10 % +/- 7 % diameter compensation

Table 8 Accuracy of Speedometers

Verification of the speed indicating devices compared to the true vehicle speed shall be measured by suitably accurate equipment. Verification shall be carried out at 10 km/h intervals up to the maximum design speed.

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10.3 Data logger/recorder Each locomotive, except those specified below, shall be fitted with a functioning, reliable and accurate data recording/logger system.

The system shall meet the requirements of the Independent Transport Safety Regulator Rail Safety Compliance Code for Data Loggers. This Guidance Material is available via the ITSR website at:

http://www.transportregulator.nsw.gov.au/rail/rules-laws/rscc_data_loggers

The system shall record the information nominated in the ITSR Guidance for Train Data Loggers.

Some locomotives, eg shunting locomotives and shunting tractors, which are confined to shunting yards, may be exempt from this requirement for shunting use only. Where such a locomotive may possibly be used on a train or travel light engine on the RailCorp network it shall comply with the above requirements.

10.4 Driver’s emergency cock Locomotives shall be fitted with an emergency cock or failsafe emergency brake pipe dump control near each driving position. The cock when opened shall directly vent the brake pipe.

10.5 Flowmeter Locomotives shall have a means of indicating both audibly and visually, that air is being fed to the brake pipe.

10.6 Emergency equipment Each locomotive, except those specified below, shall be supplied with the emergency equipment as specified in the RailCorp Train Operating Conditions Manual, General Instruction Pages, Section 3, Train Operations, Emergency Equipment.

Some locomotives, eg shunting locomotives and shunting tractors which are confined to shunting yards, may be exempt from this requirement for shunting use only. Where such a locomotive may possibly be used on a train or travel light engine on the RailCorp network it shall comply with these requirements.

10.7 Communications Locomotives, except those specified below, shall be fitted with a train radio system. Radio frequencies shall be approved by RailCorp. Refer to ESR 0001 – 100, Section 10 (RSU 190).

Some locomotives, eg shunting locomotives and shunting tractors which are confined to shunting yards, may be exempt from this requirement for shunting use only. Where such a locomotive may possibly be used on a train or travel light engine on the RailCorp network it shall comply with the requirements above.

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10.8 Lights

10.8.1 Headlights Each locomotive shall be fitted with white headlights fitted at any leading end as detailed below:

• Headlight arrangement shall produce a peak intensity of at least 200,000 candela.

• The peak intensity requirement shall also be met if devices to protect/diffuse the headlights are fitted while in service.

• The centreline of each headlamp beam should be aimed at a point at centre of track level at least 240 m ahead and in front of the headlight.

• Headlights should be at least 2.3 m above rail.

• Headlights shall have the ability to be dimmed.

• The headlight low beam shall produce a peak intensity of no greater than 80,000 candela.

• The headlight arrangement shall be inspected and maintained such that the illumination and alignment requirements are ensured.

10.8.2 Marker/tail lights Each locomotive shall be fitted with marker/tail lights as detailed below:

• A red tail light fitted at any trailing end.

• A red tail light and white marker lights fitted as high and wide as practical, at both sides of each end.

• Each marker light shall have a luminous intensity of at least 0.75 candela.

10.8.3 Visibility lights Each locomotive shall be fitted with high visibility ditch lights (fog lights) as detailed below:

• Two white visibility lights fitted at any leading end.

• Each visibility light shall produce a peak intensity of at least 20,000 candela.

• Visibility lights shall be at least 600 mm above the top of the rail.

• Visibility lights should be no more than 1200 mm above the top of the rail.

• Visibility lights shall be laterally separated by at least 900 mm if they are mounted at least 1500 mm below the headlights.

• Visibility lights shall be laterally separated by at least 1500 mm if they are mounted less than 1500 mm below the headlights.

• Visibility lights shall be aimed at a point that is at least twenty-five (25) metres in front of the locomotive at top of rail.

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25 metres 25 metres

Figure 1 – Side view of viFigure 1 – Side view of visibility light aiming sibility light aiming

•• Visibility lights shVisibility lights shall then ball then bee aimed/turne aimed/turned crod crosss-eyed s-eyed to betweeto betweenn a minimum of 7 a minimum of 7..5 5 degreedegrees and s and a maximum oa maximum off 15 degre 15 degrees tes to the lo the longitudongitudinal ceinal centrelinntreline of the vehicle. e of the vehicle.

7.5 to 15 degrees

7.5 to 15 degrees

Figure 2 - Top view of visibility light aiming Figure 2 - Top view of visibility light aiming

• Visibility lights shall alternately flash on and off when the horn is sounded or when the locomotive changes direction.

• Visibility lights shall alternately flash on and off when the horn is sounded or when the locomotive changes direction.

• The rate of alternate flashing shall be at least 40 flashes per minute and shall be at most 180 flashes per minute.

• The rate of alternate flashing shall be at least 40 flashes per minute and shall be at most 180 flashes per minute.

• The flashing shall continue for a period of at least fifteen seconds. • The flashing shall continue for a period of at least fifteen seconds.

Some earlier designs of locomotives may not fully comply with, or may be exempt from, these requirements. In such cases, the design will be assessed considering the equipment fitted and the proposed use of the locomotives.

Some earlier designs of locomotives may not fully comply with, or may be exempt from, these requirements. In such cases, the design will be assessed considering the equipment fitted and the proposed use of the locomotives.

10.8.4 Maintenance 10.8.4 Maintenance The operation of lights is critical to the safe operation of locomotives and trains. The operation of lights is critical to the safe operation of locomotives and trains.

Accordingly, all globes and lenses shall be inspected and maintained to ensure their operation as specified above. Accordingly, all globes and lenses shall be inspected and maintained to ensure their operation as specified above.

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AS 7531 AS 7531 specifies normal interior lighting, emergency interior lighting,

access lighting and coupler lighting. Because ESR 0001 is an interface standard for access onto the RailCorp

network, these types of lights are not specified in this document.

10.9 Horns Locomotives shall be fitted with a town and country horns (with high and low noise features).

The noise level shall comply with the following requirements:

High noise horn Low noise horn

Speed Stationary ationarySt

External location 200 m in front 100 m in front

External noise limit 88 dB(A) min 85 dB(A) min 90 dB(A) max

Table 9 - Noise levels for horns [Reference: ROA Manual of Engineering Standards and Practices Table 13.2]

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11 Locomotive type specific requirements RSU 360

11.1 Introduction This section includes specific requirements for diesel/electric, diesel/hydraulic, electric and steam locomotives.

12 Diesel/electric or diesel/hydraulic locomotives RSU 361

12.1 Introduction All locomotives shall comply with the requirements contained in Sections 1 to 10 (RSUs 300 to 350)

There are no additional specific requirements relating to diesel/electric locomotives.

12.2 Hauling a dead diesel/hydraulic locomotive The operator/owner shall have procedures for hauling a diesel hydraulic locomotive dead. These procedures shall specify under what conditions the Cardan shaft must be removed and allowable maximum speeds.

12.3 Spark arresters All diesels shall be fitted with spark emission control devices (spark arresters) in accordance with AS 1019 Internal Combustion Engines – Spark Emission Control Devices.

NOTE: Refer to AS 1019, Section 9, for exhaust systems and turbochargers that are deemed to comply as spark emission control devices.

13 Electric locomotives RSU 362


This unit covers additional specific requirements relating to electric locomotives.

Refer to ESR 0001 – 100, Section 4 (RSU 130) for pantograph / wire interface requirements.

13.2 Pantograph isolation Where two pantographs on a locomotive are electrically connected, a pantograph isolating switch shall be fitted to allow electrical separation of the two pantographs.

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13.3 Use of multiple pantographs


Restrictions applying to the number of pantographs that are permitted to be simultaneously raised on locomotives are specified in the RailCorp Train Operating Conditions manual.

13.4 Energy consumption meter For commercial operations, RailCorp may require owners/operators to fit energy consumption meters to their electric locomotives.

14 Steam locomotives RSU 363


This unit covers additional specific requirements relating to steam locomotives.

14.2 Boiler inspections Each steam locomotive shall have a boiler inspection in accordance with the requirements of the WorkCover Authority.

14.3 Flangeless wheels There is a risk of flangeless wheels striking raised check rails. Details of flangeless wheels must be provided to RailCorp for assessment.

14.4 Firebox servicing Owner/operators shall not discharge the firebox or ash pan onto the RailCorp tracks.

14.5 Bushfire danger Steam locomotives shall be fitted with spark arresters. Operation of steam locomotives may be suspended during bushfire danger periods.

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15 Driver only operation RSU 364

15.1 Introduction This unit covers specific requirements relating to locomotives used in driver only operation.

15.2 Additional equipment Lead locomotives of a Driver Only Operated train shall:-

• be fitted with a pressure maintaining brake valve.

• be fitted with working ‘on board’ communications equipment which provides direct communications with the Train Control Centre.

• have reduced vigilance control system timings in accordance with ESR 0001 – D, Table D1 (RSU Appendix D).

• have a second driver’s safety system. Refer to ESR 0001 – D (RSU Appendix D) of this manual.

• not be operated with long end leading in the case of single cab locomotives.

• be fitted with door locks to prevent illegal entry of cab while locomotive is unattended.

A Dump Valve Clamp (DVC) must be carried in the lead locomotive.

15.3 Approval RailCorp approval must be obtained before operating in a Driver Only train.

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16 Remote controlled locomotives RSU 365

16.1 Introduction This unit covers specific requirements relating to locomotives being operated by remote control from another locomotive.

Remote locomotives may be marshalled within a train consist or at the rear of the consist.

The remote locomotive can be controlled from the leading locomotive of a train through hard wiring or by radio signal.

Refer to Distributed Power in Locomotive Operations, General Instruction Pages of the RailCorp Train Operating Conditions manual.

16.2 Radio control Radio control equipment must be approved by RailCorp.

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ded

by T

HR

RS

003

00 S

T v2

.0, 1

0/04

/201

9