SPR-RHS-SAF-005_1
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SPR-RHS-SAF-005_1 Document Transcript

  • 1. BHP Billiton Iron OreRailroad OperationsGENERAL OPERATIONALSAFETYSPR-RHS-SAF-005 AUTHORISING OFFICER’S SIGNATURE Electronic Authorisation POSITION AUTHORISED BY: REGISTERED MANAGER RAILROAD OPERATIONS AUTHOR(S)’ NAME GREG STRONACH POSITION/S OPERATIONS SAFEWORKING & SYSTEMS SPECIALIST AUTHORISATION AMENDMENTS ISSUE PAGE DATE DETAILS OF AMENDMENT MAJOR / MINOR 1.0 All 05/02/09 New document MAJOR
  • 2. BHP Billiton Iron Ore SPR-RHS-SAF-005 Rail Health & Safety PAGE LEFT BLANK INTENTIONALLY ISSUE No: 1.0 General Operational Safety ISSUE DATE: 05/02/2009 SPR-RHS-SAF-005 PROCEDURE PAGE 2 OF 137Printed copies of this document are not controlled. To verify the copy is current, check on the controlled documents webviewer by following the “Controlled Documents link from the Iron Ore home page.
  • 3. BHP Billiton Iron Ore SPR-RHS-SAF-005 Rail Health & Safety Contents OS 1.0 MODULE 1 - GENERAL SAFETY ......ERROR! BOOKMARK NOT DEFINED. OS 1.1 INTRODUCTION ............................................................ 10 OS 1.1.1 PURPOSE OF MODULE ........................................................10 OS 1.2 AUTHORITY IN CASES OF EMERGENCY ...................... 11 OS 1.2.1 AUTHORITY OF MANAGER RAILROAD OPERATIONS............... 11 OS 1.3 SAFETY OF WORKERS ................................................... 12 OS 1.3.1 SAFETY OF WORKERS WITHIN THE BHP BILLITON IRON ORE RAILROAD CORRIDOR ...................................................................... 12 OS 1.3.2 RAIL VEHICLES UNDER REPAIR TO BE PROTECTED ................... 13 OS 1.4 RUNAWAY RAIL VEHICLE/S OR TRAIN/S ..................... 15 OS 1.5 UNSAFE RAIL VEHICLES ................................................16 OS 1.5.1 DAMAGED/DEFECTIVE RAIL VEHICLES EN-ROUTE ................. 16 OS 1.5.2 DAMAGED/DEFECTIVE RAIL VEHICLES IN A DEPOT ............... 16 OS 1.5.3 OBLIGATIONS OF WORKERS ............................................... 17 OS 1.6 OBSTRUCTION OF TRACKS........................................... 17 OS 1.6.1 OBJECTS FOULING A RUNNING TRACK ................................ 17 OS 1.7 FIRE................................................................................ 18 OS 1.7.1 SAFETY ............................................................................ 18 OS 1.7.2 REPORTING OF FIRES ......................................................... 18 OS 1.7.3 ASSISTANCE REQUIRED FROM FIRE SERVICE .......................... 18 OS 1.7.4 FIRES ON OR NEAR THE TRACK ........................................... 19 OS 1.7.5 FIRES ON TRAINS AND ON RAIL VEHICLES ............................. 20 OS 1.7.6 ISOLATING BURNING RAIL VEHICLES ................................... 21 OS 1.7.7 EXTINGUISHING FIRES ON RAIL VEHICLES .............................. 22 OS 1.7.8 FIRES IN, ON, OR NEAR ELECTRICAL EQUIPMENT................... 23 OS 1.7.9 FIRE EXTINGUISHERS DISCHARGED....................................... 24 OS 1.7.10 TYPES OF FIRE EXTINGUISHERS AND THEIR USES ...................... 24 OS 1.8 WORKERS INVOLVED IN AN ACCIDENT OR EMERGENCY .................................................................................... 27 OS 1.8.1 MOVEMENT OF TRAINS AFTER AN ACCIDENT OR EMERGENCY27 OS 1.8.2 SAFETY AT AN ACCIDENT OR EMERGENCY ........................... 27 OS 1.8.3 ARRANGING ASSISTANCE IN AN ACCIDENT OR EMERGENCY 28 OS 1.9 REPORTING AN ACCIDENT, INCIDENT OR FAULTS / DEFECTS 29 OS 1.9.1 REPORTING AN ACCIDENT OR AN INCIDENT ......................... 29 OS 1.9.2 REPORTING OF FAULTS / DEFECTS ...................................... 29 OS 1.10 USE OF AUDIO/VISUAL EQUIPMENT ............................ 30 ISSUE No: 1.0 General Operational Safety ISSUE DATE: 05/02/2009 SPR-RHS-SAF-005 PROCEDURE PAGE 3 OF 137Printed copies of this document are not controlled. To verify the copy is current, check on the controlled documents webviewer by following the “Controlled Documents link from the Iron Ore home page.
  • 4. BHP Billiton Iron Ore SPR-RHS-SAF-005 Rail Health & Safety OS 1.10.1 DISTRACTIONS USING AUDIO/VISUAL EQUIPMENT WHILE CARRYING OUT SAFETY CRITICAL TASKS .............................................. 30 OS 1.11 TRESPASSING ON THE BHP BILLITON IRON ORE RAILROAD CORRIDOR ................................................................... 32 OS 1.11.1 TRESPASSING ................................................................... 32 OS 1.12 DRIVER FATIGUE........................................................... 33 OS 1.12.1 MANAGEMENT OF DRIVER FATIGUE .................................... 33 OS 1.13 TRACK WORKER COMPETENCY .................................. 34 OS 1.13.1 TRACK WORKER COMPETENCY.......................................... 34 OS 1.14 GENERAL RESPONSIBILITIES OF TRACK WORKERS IN CHARGE OF SAFETY..................................................... 36 OS 1.14.1 RESPONSIBILITIES ............................................................... 36 OS 1.15 POSITIONS OF SAFETY ................................................. 38 OS 1.16 PLANNING FOR SAFETY ............................................... 38 OS 1.17 VIGILANCE................................................................... 39 OS 2.0 MODULE 2 - TRAIN MOVEMENTS ................................ 42 OS 2.1 INTRODUCTION............................................................ 42 OS 2.1.1 PURPOSE OF MODULE ...................................................... 42 OS 2.2 SPEED OF TRAINS ......................................................... 43 OS 2.2.1 SPEED OF TRAINS – GENERAL ............................................. 43 OS 2.2.2 SPEED OF TRAINS OVER LEVEL CROSSINGS........................... 43 OS 2.2.3 FAILURE OF SPEEDOMETER ................................................. 44 OS 2.2.4 SPEED OF TRAINS .............................................................. 46 OS 2.3 AIR BRAKE TESTING OF TRAINS.................................... 52 OS 2.3.1 PURPOSE OF SECTION ....................................................... 52 OS 2.3.2 TERMINAL BRAKE TEST ........... ERROR! BOOKMARK NOT DEFINED. OS 2.3.4 LINE-SIDE AIR TEST ............................................................ 54 OS 2.3.5 MODIFIED CONTINUITY TEST ............................................... 54 OS 2.3.6 TRAIN SETUP ON COMPLETIONOF TRAIN INSPECTIONS ........... 56 OS 2.3.7 ROLL-BY EXAMINATION ..................................................... 59 OS 2.3.8 BRAKE PIPE LEAKAGE TEST ................................................ 60 OS 2.3.9 DRIVERS TO OBSERVE LOCOMOTIVE GAUGES AND DISPLAYS 60 OS 2.3.10 EXCLUSION ZONE – BRAKE PIPE CONTINUITY ....................... 61 OS 2.3.11 TRAFFIC RAKE CERTIFICATE ................................................ 62 OS 2.4 SKIP KNOCKS ............................................................... 62 OS 2.4.1 DEFINITION ..................................................................... 63 OS 2.4.2 PROCEDURE FOR NELSON POINT YARD .............................. 63 OS 2.4.3 PROCEDURE FOR BOODARIE ............................................. 64 OS 2.4.4 TRACKING OF KNOCKS ON RAKES ..................................... 64 OS 2.4.5 PREPLANNING AND COMMUNICATION .............................. 64 ISSUE No: 1.0 General Operational Safety ISSUE DATE: 05/02/2009 SPR-RHS-SAF-005 PROCEDURE PAGE 4 OF 137Printed copies of this document are not controlled. To verify the copy is current, check on the controlled documents webviewer by following the “Controlled Documents link from the Iron Ore home page.
  • 5. BHP Billiton Iron Ore SPR-RHS-SAF-005 Rail Health & Safety OS 2.5 SECURING OF TRAINS .................................................. 65 OS 2.5.1 SECURING OF TRAINS, PORTION OF A TRAIN, OR RAIL VEHICLES 65 OS 2.5.2 SECURING RAIL VEHICLES ON A RUNNING TRACK ................. 67 OS 2.5.3 SECURING OF TRAINS TO PREVENT MOVEMENT ..................... 68 OS 2.5.4 PROCEDURE FOR PLACING CHOCKS TO PREVENT TRAIN OR RAIL VEHICLE MOVEMENT ........................................................ 69 OS 2.5.5 TOTAL COMPRESSOR FAILURE ............................................ 69 OS 2.5.6 HOLDING TRAINS STATIONARY ............................................ 70 OS 2.5.7 UNCOMMANDED FLOW INDICATION................................... 70 OS 2.5.8 COUPLING OF HOSEBAGS ................................................. 73 OS 2.5.9 UNCOUPLING AND SECURING HOSEBAGS ........................... 73 OS 2.5.10 RETURN OF DEFECTIVE HOSEBAG ........................................ 74 OS 2.5.11 ISOLATING AIR BRAKES ...................................................... 74 OS 2.5.12 APPLYING HANDBRAKES ON RAIL VEHICLES ........................ 76 OS 2.5.13 DEFECTIVE HANDBRAKES .................................................. 76 OS 2.6 TRAIN IN CLEAR AND INTACT ...................................... 77 OS 2.6.1 TRAIN TO BE IN CLEAR OF ADJACENT TRACK........................ 77 OS 2.6.2 TRAINS STOPPING FOUL OF ANOTHER RUNNING TRACK ......... 77 OS 2.6.3 CROSSING AND PASSING TRAINS TO BE IN CLEAR AND INTACT 78 OS 2.6.4 OPPOSING TRAIN NOT IN CLEAR ........................................ 78 OS 2.6.5 OPPOSING TRAIN NOT INTACT ........................................... 79 OS 2.7 REPORTING TO TRAIN CONTROL BEFORE NETWORK ENTRY 80 OS 2.7.1 PROCEDURE FOR A TRAIN TO ENTER THE NETWORK ............... 82 OS 3.0 MODULE 3 - WAYSIDE EQUIPMENT.............................. 84 OS 3.1 INTRODUCTION ............................................................ 84 OS 3.1.1 PURPOSE OF MODULE ....................................................... 84 OS 3.2 AUTOMATIC TRAIN PROTECTION (ATP) ...................... 85 OS 3.2.1 ATP MESSAGE DISPLAY..................................................... 85 OS 3.2.2 SHUNT SWITCH.................................................................. 85 OS 3.2.3 TEMPORARY OVERRIDE SWITCH .......................................... 87 OS 3.2.4 LOCATION NOT KNOWN OR LOST (NO_LOCAT) .................. 88 OS 3.2.5 NO CODE ...................................................................... 89 OS 3.2.6 CAL_ERROR .................................................................... 91 OS 3.2.7 OTHER ATP MESSAGES ..................................................... 92 OS 3.2.8 ATP ISOLATION ............................................................... 95 OS 3.3 WHEEL IMPACT LOAD DETECTOR (WILD) .................... 95 ISSUE No: 1.0 General Operational Safety ISSUE DATE: 05/02/2009 SPR-RHS-SAF-005 PROCEDURE PAGE 5 OF 137Printed copies of this document are not controlled. To verify the copy is current, check on the controlled documents webviewer by following the “Controlled Documents link from the Iron Ore home page.
  • 6. BHP Billiton Iron Ore SPR-RHS-SAF-005 Rail Health & Safety OS 3.3.1 LOCATION ....................................................................... 96 OS 3.3.2 ALARM RECEIPT .............................................................. 96 OS 3.5 HOT WHEEL ALARM/HOT BEARING DETECTOR (HWA/HBD)...................................................................................... 97 OS 3.5.1 HWA/HBD GENERAL ...................................................... 97 OS 3.5.2 LOCATION ....................................................................... 97 OS 3.5.3 COMMUNICATION ........................................................... 97 OS 3.5.4 ALARM RECEIPT ............................................................... 98 OS 3.5.5 INITIAL ALARM DISPLAY ..................................................... 98 OS 3.5.6 PROCEDURE .................................................................... 98 OS 3.6 DRAGGING EQUIPMENT DETECTOR (DED)............... 100 OS 3.6.1 LOCATION ..................................................................... 100 OS 3.6.2 COMMUNICATION ......................................................... 100 OS 3.6.3 ALARM RECEIPT ............................................................. 100 OS 3.6.4 INITIAL ALARM DISPLAY ................................................... 100 OS 3.6.5 PROCEDURE .................................................................. 101 OS 3.7 COLD RAIL ALARM (CRA) ......................................... 102 OS 3.7.1 COLD RAIL ALARM - GENERAL ........................................ 102 OS 3.7.2 LOCATION .................................................................... 102 OS 3.7.3 COMMUNICATION ......................................................... 102 OS 3.7.4 ALARM RECEIPT ............................................................. 102 OS 3.7.5 INITIAL ALARM DISPLAY ................................................... 103 OS 3.7.6 PROCEDURE .................................................................. 103 OS 3.8 STREAM FLOW DETECTOR (SFD) ................................ 104 OS 3.8.1 STREAM FLOW DETECTOR - GENERAL ............................... 104 OS 3.8.2 LOCATION ..................................................................... 104 OS 3.8.3 COMMUNICATION ......................................................... 104 OS 3.8.4 INDICATIONS ................................................................. 105 OS 3.8.5 PROCEDURE ................................................................. 105 OS 4.0 MODULE 4 - LEVEL CROSSINGS................................. 108 OS 4.1 INTRODUCTION.......................................................... 108 OS 4.1.1 NATIONAL ROAD/PEDESTRIAN CROSSING REQUIREMENTS... 108 OS 4.1.2 PURPOSE OF MODULE .................................................... 109 OS 4.1.3 LEVEL CROSSING PROTECTION CATEGORIES ..................... 110 OS 4.2 LEVEL CROSSINGS GENERAL..................................... 111 OS 4.2.1 GENERAL DESCRIPTION ................................................... 111 OS 4.2.2 GATE DELAY.................................................................. 111 OS 4.2.3 APPROACHES ................................................................ 111 OS 4.2.4 SIGNAL CONTROLLED ..................................................... 111 OS 4.2.5 KEY SWITCH ................................................................... 112 OS 4.2.6 BHPIO CROSSING LISTING .............................................. 112 ISSUE No: 1.0 General Operational Safety ISSUE DATE: 05/02/2009 SPR-RHS-SAF-005 PROCEDURE PAGE 6 OF 137Printed copies of this document are not controlled. To verify the copy is current, check on the controlled documents webviewer by following the “Controlled Documents link from the Iron Ore home page.
  • 7. BHP Billiton Iron Ore SPR-RHS-SAF-005 Rail Health & Safety OS 4.3 LEVEL CROSSING SIGNALS AND SIGNS ....................114 OS 4.3.1 LEVEL CROSSING SIGN .................................................... 114 OS 4.3.2 LEVEL CROSSING PROTECTION SIGNALS ............................ 114 OS 4.3.3 INDICATIONS AND WORKING ........................................... 114 OS 4.3.4 PASSING A SIGNAL AT STOP............................................ 115 OS 4.4 BOOM GATES AND/OR FLASHING LIGHTS ...............116 OS 4.4.1 OPERATION OF BOOM GATES AND/OR FLASHING LIGHTS ... 116 OS 4.4.2 TRAINS APPROACHING A LEVEL CROSSING ....................... 116 OS 4.4.3 TRAINS SETTING BACK OVER LEVEL CROSSINGS PROTECTED BY BOOM GATES AND/OR FLASHING LIGHTS .......................... 117 OS 4.4.4 SHUNTING SIDINGS LOCATED WITHIN THE LIMITS OF TRACK CIRCUITS 118 OS 4.5 FAILURE OF BOOM GATES AND/OR FLASHING LIGHTS TO OPERATE .....................................................................119 OS 4.5.1 FAILURE OF BOOM GATES AND/OR FLASHING LIGHTS ........ 119 OS 4.6 HANDSIGNALLING AT A LEVEL CROSSING...............122 OS 4.6.1 HANDSIGNALLER’S DUTY AT A LEVEL CROSSING ................. 122 OS 4.6.2 HANDSIGNALLING AT A LEVEL CROSSING – BOOM GATES AND/OR FLASHING LIGHTS FAILED IN THE OPERATING POSITION ........ 122 OS 4.6.3 HANDSIGNALLING AT A LEVEL CROSSING – WHERE MANUAL OPERATION OF BOOM GATES AND/OR FLASHING LIGHTS IS REQUIRED 124 OS 4.6.4 HANDSIGNALLING AT A LEVEL CROSSING – BOOM GATES AND/OR FLASHING LIGHTS HAVE TOTALLY FAILED ............................ 126 OS 4.7 LEVEL CROSSINGS NOT FITTED WITH BOOM GATES AND/OR FLASHING LIGHTS .......................................................128 OS 4.7.1 LEVEL CROSSINGS NOT FITTED WITH BOOM GATES AND/OR FLASHING LIGHTS ........................................................................... 128 OS 4.7.2 TRAINS SETTING BACK OVER LEVEL CROSSINGS NOT FITTED WITH BOOM GATES AND/OR FLASHING LIGHTS..................................... 128 OS 4.7.3 MAINTENANCE REPAIRS OR ALTERATIONS TO ROAD SIGNAGE OR WHERE ROAD SIGNAGE HAS BEEN DAMAGED/REMOVED AND IS NO LONGER EFFECTIVE ...................................................................... 129 OS 4.8 MAINTENANCE, ALTERATION OR REPAIRS TO BOOM GATES, FLASHING LIGHTS OR PEDESTRIAN CROSSING PROTECTION ................................................................... EQUIPMENT 130 ISSUE No: 1.0 General Operational Safety ISSUE DATE: 05/02/2009 SPR-RHS-SAF-005 PROCEDURE PAGE 7 OF 137Printed copies of this document are not controlled. To verify the copy is current, check on the controlled documents webviewer by following the “Controlled Documents link from the Iron Ore home page.
  • 8. BHP Billiton Iron Ore SPR-RHS-SAF-005 Rail Health & Safety OS 4.9 OPERATION OF TRAINS AND ON TRACK VEHICLES WHEN LEVEL CROSSING PROTECTION IS DISABLED .......... 131 OS 4.10 HALF BOOM GATE PROTECTED LEVEL CROSSINGS. 132 OS 4.10.1 PURPOSE ....................................................................... 132 OS 4.10.2 SCOPE .......................................................................... 132 OS 4.10.3 KEY LOCATIONS ............................................................. 132 OS 4.10.4 MANUAL OPERATION OF HALF BOOM OPERATED LEVEL CROSSINGS 133 PAGE LEFT BLANK INTENTIONALLY ISSUE No: 1.0 General Operational Safety ISSUE DATE: 05/02/2009 SPR-RHS-SAF-005 PROCEDURE PAGE 8 OF 137Printed copies of this document are not controlled. To verify the copy is current, check on the controlled documents webviewer by following the “Controlled Documents link from the Iron Ore home page.
  • 9. BHP Billiton Iron Ore SPR-RHS-SAF-005 Rail Health & Safety GENERAL SAFETY Module 1 ISSUE No: 1.0 General Operational Safety ISSUE DATE: 05/02/2009 SPR-RHS-SAF-005 PROCEDURE PAGE 9 OF 137Printed copies of this document are not controlled. To verify the copy is current, check on the controlled documents webviewer by following the “Controlled Documents link from the Iron Ore home page.
  • 10. BHP Billiton Iron Ore SPR-RHS-SAF-005 Rail Health & Safety OS 1.0 MODULE 1 - GENERAL SAFETY OS 1.1 INTRODUCTION OS 1.1.1 Definitions Emergency Incident requiring urgent action. The incident might involve death or serious injury, health and safety effects, significant damage to property or infrastructure, significant train service disruption or environmental impact. On or Near Within three (3) metres from the Track: nearest rail of any line when measured horizontally and at any level above or below the rail when measured vertically unless in a position of safety. Obstruction Any defect in the track or track formation, or obstacle on, above or adjacent to the Permanent Way which will prevent the safe passage of trains. Shall To be understood as mandatory Should Is to be understood as non-mandatory ie. Advisory or recommended. OS 1.1.2 Purpose of Module This module provides general information, procedures and instructions for general safety on the BHP Billiton Iron Ore Railroad. It also provides the procedures for actions to be taken in the event of an emergency situation. ISSUE No: 1.0 General Operational Safety ISSUE DATE: 05/02/2009 SPR-RHS-SAF-005 PROCEDURE PAGE 10 OF 137Printed copies of this document are not controlled. To verify the copy is current, check on the controlled documents webviewer by following the “Controlled Documents link from the Iron Ore home page.
  • 11. BHP Billiton Iron Ore SPR-RHS-SAF-005 Rail Health & Safety OS 1.2 AUTHORITY IN CASES OF EMERGENCY OS 1.2.1 Authority of Manager Railroad Operations The Manager BHP Billiton Iron Ore Railroad Operations has the authority to take special action in the following cases  In any case of exceptional circumstances, or  When the serious delays and disruptions to the train service have or may occur and the situation is not covered in the BHP Billiton Iron Ore Railroad Standards, or  Where procedures for the situation are inadequate, or  The Standards, Procedures, instructions or processes have the potential to cause an unsafe situation In these situations, the Manager BHP Billiton Iron Ore Railroad Operations can take special action. However, Risk Management Principles shall be applied and all instructions issued shall be confirmed in writing. ISSUE No: 1.0 General Operational Safety ISSUE DATE: 05/02/2009 SPR-RHS-SAF-005 PROCEDURE PAGE 11 OF 137Printed copies of this document are not controlled. To verify the copy is current, check on the controlled documents webviewer by following the “Controlled Documents link from the Iron Ore home page.
  • 12. BHP Billiton Iron Ore SPR-RHS-SAF-005 Rail Health & Safety OS 1.3 SAFETY OF WORKERS OS 1.3.1 Safety of Workers within the BHP Billiton Iron Ore Railroad Network To avoid injury workers, contractors and other authorised personnel must ensure they observe safe practises within the defined network Workers  Do not attempt to jump onto moving vehicles  Do not ride on the couplers of any rollingstock  Ride only in the designated areas of rollingstock specified for the purpose  Do not step between points or place any part of the body on or within the frogs or other components unless performing an examination of the points under controlled conditions  Do not walk or move between rollingstock unless they are o Stationary, and o At least ten [10] metres apart  If it is necessary to cross the track behind stationary rollingstock ensure that the crossing occurs at a distance safe enough to avoid injury if the rollingstock moves unexpectedly  If crossing more than one track in the above instance, do not step out from behind the rollingstock to cross the next track unless it is clear in both directions  Do not encroach within 3 metres of the nearest rail of any line unless o Worker is in possession of a BHP Billiton Infrastructure Card o Person is with an Authorised Person in possession of a BHP Billiton Infrastructure Card o Crossing the track at a designated crossing location ISSUE No: 1.0 General Operational Safety ISSUE DATE: 05/02/2009 SPR-RHS-SAF-005 PROCEDURE PAGE 12 OF 137Printed copies of this document are not controlled. To verify the copy is current, check on the controlled documents webviewer by following the “Controlled Documents link from the Iron Ore home page.
  • 13. BHP Billiton Iron Ore SPR-RHS-SAF-005 Rail Health & Safety  Wear approved high visibility clothing and personal protection equipment when within 3 metres from the nearest rail of any line and at all other locations identified by BHP Billiton Iron Ore Railroad Operations  Ensure that all Personal Protective Equipment used is authorised by BHP Billiton  Ensure all Personal Protective Equipment is in good condition and meets all the requirements of the relevant standards as defined by BHP Billiton and the relevant Occupational Health and Safety Regulations OS 1.3.2 Rail Vehicles under Repair to be Protected When rail vehicles are to be repaired on a train, which is on a running track Worker carrying out repairs  Obtain permission from driver before carrying out repairs  Advise the train controller before commencing repairs  Use the approved BHP Billiton procedures to prevent the train from moving  Tell driver o When repairs are completed, and when workers are in a position of safety o The running condition of rail vehicles Note: If there is any doubt as to the integrity of the rail vehicle, that vehicle must not be moved until authority is obtained from the Superintendent OCRS or their delegate. Driver  Do not move the train until told by worker carrying out repairs that o Repairs are completed, and o All workers are in a position of safety ISSUE No: 1.0 General Operational Safety ISSUE DATE: 05/02/2009 SPR-RHS-SAF-005 PROCEDURE PAGE 13 OF 137Printed copies of this document are not controlled. To verify the copy is current, check on the controlled documents webviewer by following the “Controlled Documents link from the Iron Ore home page.
  • 14. BHP Billiton Iron Ore SPR-RHS-SAF-005 Rail Health & Safety Train Controller  If it is safe to do so, authorise the repairs to be carried out WARNING: If repairs to a rail vehicle involve workers being within 3 metres from the nearest rail of any line, protection must be arranged for the adjacent track in accordance with SPR-RHS-SAF-003 – Infrastructure Trackside Safety. Do not place protection without the Authority of the Train Controller When rail vehicles are to be repaired within a yard Worker carrying out repairs  Obtain permission from train control.  Advise train control location and type of work to be performed.  Attach “Blue Boards’ Train Controller  Place appropriate electronic protection. ISSUE No: 1.0 General Operational Safety ISSUE DATE: 05/02/2009 SPR-RHS-SAF-005 PROCEDURE PAGE 14 OF 137Printed copies of this document are not controlled. To verify the copy is current, check on the controlled documents webviewer by following the “Controlled Documents link from the Iron Ore home page.
  • 15. BHP Billiton Iron Ore SPR-RHS-SAF-005 Rail Health & Safety OS 1.4 RUNAWAY RAIL VEHICLE/S OR TRAIN/S When a train or rail vehicle has run away Worker noticing the runaway  Transmit an emergency radio message  Tell o train controller o Any train in the area o Workers working in the area  Take any action necessary to protect trains, other workers and members of the public provided it can be done without further increasing risk to self and/or others Train Controller  Take any necessary action to protect trains, other workers and members of the public Note: In the event that en emergency radio broadcast is made, all other radio traffic is to cease until the conclusion of the broadcast. ISSUE No: 1.0 General Operational Safety ISSUE DATE: 05/02/2009 SPR-RHS-SAF-005 PROCEDURE PAGE 15 OF 137Printed copies of this document are not controlled. To verify the copy is current, check on the controlled documents webviewer by following the “Controlled Documents link from the Iron Ore home page.
  • 16. BHP Billiton Iron Ore SPR-RHS-SAF-005 Rail Health & Safety OS 1.5 UNSAFE RAIL VEHICLES OS 1.5.1 Damaged/Defective Rail Vehicles En-route If rollingstock has been damaged or derailed, it must not be moved unless authority is sought from the Superintendent OCRS or their delegate. If this is unpractical, the driver and the train controller may confer and reach agreement if it is safe to allow the derailed or damaged rail vehicle/s to travel to clear the section or to a nominated depot where it must be examined. If agreement can not be reached between the driver and the train controller, the rollingstock must not be moved until it can be inspected / repaired by qualified personnel OS 1.5.2 Damaged / Defective Rail Vehicles in a Depot If rollingstock is found or thought to be damaged or defective whilst the train is within a depot: Worker  Have rail vehicle/s inspected by a Rollingstock Maintainer, if available or qualified worker  Tell train controller.  If repairs cannot be made and the rail vehicle/s is unsafe to travel, detach and secure the rail vehicle/s and label it as defective Note: If there is any doubt as to the roadworthiness of rollingstock, or a rollingstock maintainer cannot be located without causing undue delay to the train service, the vehicle must be detached. ISSUE No: 1.0 General Operational Safety ISSUE DATE: 05/02/2009 SPR-RHS-SAF-005 PROCEDURE PAGE 16 OF 137Printed copies of this document are not controlled. To verify the copy is current, check on the controlled documents webviewer by following the “Controlled Documents link from the Iron Ore home page.
  • 17. BHP Billiton Iron Ore SPR-RHS-SAF-005 Rail Health & Safety OS 1.5.3 Obligations of Workers When workers observe damage or defects to rail vehicles in the yard or en-route Workers  Attempt to advise the driver of the train  Tell train controller Train Controller  Notify the driver of the train in question  Advise the driver o Stop the train o Investigate the problem o Advise on the status of the rollingstock Note: The requirements of sections OS 1.5.1 and OS 1.5.2 must be carried out if the rollingstock is found to be damaged or defective. OS 1.6 OBSTRUCTION OF TRACKS OS 1.6.1 Objects Fouling a Running Track When an object/s fouls a running track Workers  Report the obstruction to the train controller  Protect the obstruction by o Permanent way stop signals o Clipping points away from the obstruction o Remove the obstruction if possible and safe to do so Train Controller  Arrange to have the obstruction cleared.  Apply electronic protection ISSUE No: 1.0 General Operational Safety ISSUE DATE: 05/02/2009 SPR-RHS-SAF-005 PROCEDURE PAGE 17 OF 137Printed copies of this document are not controlled. To verify the copy is current, check on the controlled documents webviewer by following the “Controlled Documents link from the Iron Ore home page.
  • 18. BHP Billiton Iron Ore SPR-RHS-SAF-005 Rail Health & Safety OS 1.7 FIRE OS 1.7.1 Safety WARNING: Workers must not place themselves in danger when attempting to fight a fire. When a fire occurs, workers must assess the situation to determine if the fire can be controlled by themselves or if the assistance of the Fire Service is required. OS 1.7.2 Reporting of Fires Drivers and other workers must tell the train controller (who will pass the information to the ESO) of any fire on or adjacent to BHP Billiton Iron Ore Railroad Network or that has potential to damage or is likely to disrupt traffic. The train controller must notify the Supervisor/Superintendent Train Control at the earliest opportunity. OS 1.7.3 Assistance Required from Fire Service When assistance from the Fire Service is required to extinguish a fire Worker  Advise the train controller if the fire poses a threat to the network Train Controller  Tell the ESO and/or,  Arrange for the ESO’s to attend Worker  Allow the Fire Service to take control of fire  Give any assistance the Fire Service requires ISSUE No: 1.0 General Operational Safety ISSUE DATE: 05/02/2009 SPR-RHS-SAF-005 PROCEDURE PAGE 18 OF 137Printed copies of this document are not controlled. To verify the copy is current, check on the controlled documents webviewer by following the “Controlled Documents link from the Iron Ore home page.
  • 19. BHP Billiton Iron Ore SPR-RHS-SAF-005 Rail Health & Safety OS 1.7.4 Fires On or Near the Track Note: Water shall not be used on electrical fires unless the electrical equipment has been isolated and earthed, where necessary. a) General Fire Procedures When a fire is discovered on or near the track Worker  Report fire to the train controller  Protect the running tracks, if necessary, or when told by the train controller  Obtain any assistance necessary to protect life and property and put out the fire, if possible, and when safe to do so  Maintain regular communication as arranged by train controller Train Controller  Do not allow traffic to enter the affected section until told it is safe  Ensure the ESO is contacted  Advise ESO’s  Tell Supervisor/Superintendent Train Control  Maintain communication with worker at the fire scene  If radio communication is available, transmit a message telling others in the area about the fire  Apply electronic protection if necessary. Driver  If a fire is observed o Report to the train controller and any track workers working on the track o Attempt to stop the train clear of the fire, if necessary ISSUE No: 1.0 General Operational Safety ISSUE DATE: 05/02/2009 SPR-RHS-SAF-005 PROCEDURE PAGE 19 OF 137Printed copies of this document are not controlled. To verify the copy is current, check on the controlled documents webviewer by following the “Controlled Documents link from the Iron Ore home page.
  • 20. BHP Billiton Iron Ore SPR-RHS-SAF-005 Rail Health & Safety b) Fires in Signalling Equipment and Cabling When a fire occurs, or is suspected Workers  Treat the fire as an electrical fire.  Extinguish the fire, if possible, and if it is safe to do so.  Contact train controller immediately. Train Controller  Ensure the ESO is contacted.  Tell the Supervisor/Superintendent Train Control  Arrange for repairs to be carried out immediately by relevant departments.  If the integrity of the signalling system is in doubt o Suspend normal working, and o Institute emergency working, if necessary  Resume normal working only on the instructions of the Railroad Manager or nominated delegate. OS 1.7.5 Fires on Trains and on Rail Vehicles When a fire occurs on rail vehicles of a train Driver  Stop and secure the train  Tell the train controller  Warn others in the vicinity that may be affected by the fire if possible  If the fire is on the locomotive, shut down diesel locomotive and turn off fuel  Isolate battery, if necessary  If it is safe to do so attempt to extinguish fire and/or isolate burning rail vehicles  Tell train controller o If fire is extinguished, or o If Fire Service is required ISSUE No: 1.0 General Operational Safety ISSUE DATE: 05/02/2009 SPR-RHS-SAF-005 PROCEDURE PAGE 20 OF 137Printed copies of this document are not controlled. To verify the copy is current, check on the controlled documents webviewer by following the “Controlled Documents link from the Iron Ore home page.
  • 21. BHP Billiton Iron Ore SPR-RHS-SAF-005 Rail Health & Safety Note: When the battery is isolated, in-cab radio communication will be lost. Train Controller  Ensure the ESO is contacted  Place electronic protection on adjacent tracks if necessary  Obtain details from the driver about the fire  Enquire as to whether assistance is required  Warn others in the vicinity that may be affected by the fire if possible  Tell the Supervisor/Superintendent Train Control Driver  Protect any adjacent tracks, if necessary or advised to do so by the train controller OS 1.7.6 Isolating Burning Rail Vehicles When it is necessary to isolate burning rail vehicles from a train to minimise damage or risk Driver  Advise the train controller that an attempt is to be made to isolate the burning rail vehicle  If possible, and if safe to do so o Secure the rear portion in accordance with BHP Billiton Procedures o Detach behind the affected rail vehicles o Pull ahead a safe distance o Secure and detach burning rail vehicles o Pull the leading portion ahead a safe distance WARNING: Be aware that any metal on rail vehicles may be hot enough to burn the skin on touch. Train Controller ISSUE No: 1.0 General Operational Safety ISSUE DATE: 05/02/2009 SPR-RHS-SAF-005 PROCEDURE PAGE 21 OF 137Printed copies of this document are not controlled. To verify the copy is current, check on the controlled documents webviewer by following the “Controlled Documents link from the Iron Ore home page.
  • 22. BHP Billiton Iron Ore SPR-RHS-SAF-005 Rail Health & Safety  Give authority to isolate the burning rail vehicle  When possible, obtain all details from the driver about the incident  Ensure the ESO is contacted  Advise the Supervisor/Superintendent Train Control OS 1.7.7 Extinguishing Fires on Rail Vehicles When it is necessary and safe to extinguish a fire on rail vehicles, and the Fire Service is not readily available a) Preparation for Extinguishing Fires on Rail Vehicles Worker  Obtain any assistance required to extinguish the fire  Make sure any action taken will not increase the hazard  Make sure the proper fire fighting equipment is used  Read instructions on the fire extinguisher before using in confined spaces  Be aware that any metal on rail vehicles may be hot enough to burn the skin on touch b) Controlling Fires on Rail Vehicles Worker  Use gloves when touching the affected vehicle  Be aware that flames may suddenly leap from the door or hatch on a locomotive  Stand to one side before opening a door or hatch  Locate the base of the fire ISSUE No: 1.0 General Operational Safety ISSUE DATE: 05/02/2009 SPR-RHS-SAF-005 PROCEDURE PAGE 22 OF 137Printed copies of this document are not controlled. To verify the copy is current, check on the controlled documents webviewer by following the “Controlled Documents link from the Iron Ore home page.
  • 23. BHP Billiton Iron Ore SPR-RHS-SAF-005 Rail Health & Safety  Direct the extinguisher nozzle at the o Base of the fire water or foam fire extinguishers o Flames above the base for Dry Chemical or Carbon Dioxide (CO2) extinguishers OS 1.7.8 Fires In, On, or Near Electrical Equipment When a fire occurs in, on, or near electrical equipment Workers  Make sure power is switched off as soon as possible  If power cannot be switched off, and only if necessary and safe, use fire extinguishers marked with o A black band on a red body, Carbon Dioxide (CO2) o A white band on a red body, (Dry Chemical) (see Figure OS 1.1) Note: Water must not be used on electrical fires unless the power has been isolated. OS 1.7.9 Fire Extinguishers Discharged When a fire extinguisher is discharged Worker  Advise train control  Note in log book.  Return fire extinguisher to the Supervisor  Do not return fire extinguisher to its bracket Supervisor  Arrange to have the fire extinguisher recharged or replaced ISSUE No: 1.0 General Operational Safety ISSUE DATE: 05/02/2009 SPR-RHS-SAF-005 PROCEDURE PAGE 23 OF 137Printed copies of this document are not controlled. To verify the copy is current, check on the controlled documents webviewer by following the “Controlled Documents link from the Iron Ore home page.
  • 24. BHP Billiton Iron Ore SPR-RHS-SAF-005 Rail Health & Safety OS 1.7.10 Types of Fire Extinguishers and Their Uses There are different types of fire extinguishers for different types of fires; they are listed in the figures below. Class Use/Type of Fire A Ordinary combustibles B Flammable and combustible liquids C Flammable gases D Combustible metals E Electrically energised equipment F Cooking oils and fats Figure OS1 – Classes of Fire Extinguisher ISSUE No: 1.0 General Operational Safety ISSUE DATE: 05/02/2009 SPR-RHS-SAF-005 PROCEDURE PAGE 24 OF 137Printed copies of this document are not controlled. To verify the copy is current, check on the controlled documents webviewer by following the “Controlled Documents link from the Iron Ore home page.
  • 25. BHP Billiton Iron Ore SPR-RHS-SAF-005 Rail Health & Safety Pre- Type Current Class 1997 Water Solid red A Solid Red with a blue Foam A B blue band Powder Red with a white band A B C E Carbon Red with a black band A (limited) B C E F dioxide Vapourising liquid (not Red with a yellow band A B C E halon) Solid Withdrawn from Halon A B E yellow use Wet Solid Red with an A F chemical oatmeal oatmeal band ISSUE No: 1.0 General Operational Safety ISSUE DATE: 05/02/2009 SPR-RHS-SAF-005 PROCEDURE PAGE 25 OF 137Printed copies of this document are not controlled. To verify the copy is current, check on the controlled documents webviewer by following the “Controlled Documents link from the Iron Ore home page.
  • 26. BHP Billiton Iron Ore SPR-RHS-SAF-005 Rail Health & Safety Water Red in colour, it contains nine litres of water under pressure and is to be used in an upright position. It is designed for use on carbonaceous solids such as wood, paper, rubbish or textiles, and has a discharge period of 60 - 100 seconds. Water extinguishers are unsuitable for flammable liquid fires. This extinguisher must never be used on fires involving live electrical equipment. Foam Blue in colour, it contains nine litres of an aqueous film- forming foam additive, and is to be used in an upright position. It is designed for use on flammable liquid fires such as petrol, oils and paint and has a discharge period of 40 - 90 seconds. This extinguisher must never be used on fires involving live electrical equipment. Carbon Dioxide Red in colour with a black band, it is designed for use on fires involving flammable liquids and live electrical equipment. The discharge period depends on the size of the extinguisher. Dry Chemical Red in colour with a white band, it contains a bi- carbonate based powder and is suitable for fires involving flammable liquids and live electrical equipment. The discharge period depends on the size of the extinguisher. Wet Chemical Gold in colour, it has a liquid alkaline extinguishing agent, and is specifically designed for use in kitchens on deep fryer fires involving fat and cooking oil. This extinguisher must never be used on fires involving live electrical equipment. Figure OS2 – Types of Fire Extinguisher ISSUE No: 1.0 General Operational Safety ISSUE DATE: 05/02/2009 SPR-RHS-SAF-005 PROCEDURE PAGE 26 OF 137Printed copies of this document are not controlled. To verify the copy is current, check on the controlled documents webviewer by following the “Controlled Documents link from the Iron Ore home page.
  • 27. BHP Billiton Iron Ore SPR-RHS-SAF-005 Rail Health & Safety OS 1.8 WORKERS INVOLVED IN AN ACCIDENT OR EMERGENCY OS 1.8.1 Movement of Trains after an Accident or Emergency If it is necessary to move the train or rail vehicle after an accident or emergency Driver  Move the train or rail vehicle only when authorised by a police officer or Railroad Manager or nominate delegate, unless o Remaining stationary will increase the danger to people or property Note: Dead human bodies may be moved only on the authority of the State Coroner, who is normally represented by a Police Officer at the scene. OS 1.8.2 Safety at an Accident or Emergency a) Before taking any action Worker  Check for any actual danger or potential danger  Avoid, remove or isolate any danger, if possible  Advise train controller. Note: Make sure the electrical power has been switched off before touching any worker who is in contact with electrical equipment. ISSUE No: 1.0 General Operational Safety ISSUE DATE: 05/02/2009 SPR-RHS-SAF-005 PROCEDURE PAGE 27 OF 137Printed copies of this document are not controlled. To verify the copy is current, check on the controlled documents webviewer by following the “Controlled Documents link from the Iron Ore home page.
  • 28. BHP Billiton Iron Ore SPR-RHS-SAF-005 Rail Health & Safety b) Before taking any action where people are injured and a danger exists Worker  Assess the situation  Check for actual or potential danger to o Self o The injured person/s o Bystanders  Remove or isolate the danger, or  Move the injured away from the danger, if it is safe to do so  Assist the injured, if possible  Advise the train controller OS 1.8.3 Arranging Assistance in an Accident or Emergency When arranging assistance Worker  If applicable broadcast an emergency radio message  Advise the train controller  Give the exact location of the accident or emergency  Ask for the type of assistance required, for example, Ambulance, Police or Fire Services  Give detailed instructions on how to reach the site, if possible  State the number of injured and the type of injuries, where possible  Give name/s of the injured to emergency and medical services, if possible Note: When accident occurs, the Train Controller in conjunction with Rail Transport Supervisor Rail Operations shall arrange for the driver to be relieved at the scene if required. ISSUE No: 1.0 General Operational Safety ISSUE DATE: 05/02/2009 SPR-RHS-SAF-005 PROCEDURE PAGE 28 OF 137Printed copies of this document are not controlled. To verify the copy is current, check on the controlled documents webviewer by following the “Controlled Documents link from the Iron Ore home page.
  • 29. BHP Billiton Iron Ore SPR-RHS-SAF-005 Rail Health & Safety OS 1.9 REPORTING AN ACCIDENT, INCIDENT OR FAULTS / DEFECTS OS 1.9.1 Reporting an Accident or an Incident When an accident or incident such as an injury or a breach of safeworking procedures occurs, or the potential for an accident or incident exists Worker  Report the accident or incident, or the potential for an accident or incident, to the train controller Train Controller  Notify responsible Superintendent/Manager  Advise the ESO  Compile and submit relevant BHP Billiton forms OS 1.9.2 Reporting of Faults / Defects Workers who see any faults or defects in the workplace are to report the matter to their supervisor or train control. The faults or defects may include  Defects on trains  Safeworking faults  Damage or faults with the track  Rail vehicles  Any other faults or defects that could lead to injury of workers / public or damage to equipment Note: Do not touch potentially damaged or broken wiring. ISSUE No: 1.0 General Operational Safety ISSUE DATE: 05/02/2009 SPR-RHS-SAF-005 PROCEDURE PAGE 29 OF 137Printed copies of this document are not controlled. To verify the copy is current, check on the controlled documents webviewer by following the “Controlled Documents link from the Iron Ore home page.
  • 30. BHP Billiton Iron Ore SPR-RHS-SAF-005 Rail Health & Safety OS 1.10 USE OF AUDIO/VISUAL EQUIPMENT OS 1.10.1 Distractions Using Audio/Visual Equipment While Carrying Out Safety Critical tasks Workers and contractors must not allow themselves to be distracted by the use of audio/visual equipment while carrying out safety critical tasks. a) Risks The following consequences may occur from a person being distracted while performing a safety critical task:  Collision  SPAD  Derailment  Injury or death b) Examples of Types of Audio / Visual Equipment The types of audio/visual equipment that contribute to a distraction can be but are not limited to the following:  Radio communication equipment other than BHP Billiton Railroad radios.  Desk top computers with computer games/DVD/CD etc.  Laptops and portable hand held computers  Mobile phones  Personal radios, CD/MP3/DVD players  Televisions  Cameras  Newspapers and Magazines ISSUE No: 1.0 General Operational Safety ISSUE DATE: 05/02/2009 SPR-RHS-SAF-005 PROCEDURE PAGE 30 OF 137Printed copies of this document are not controlled. To verify the copy is current, check on the controlled documents webviewer by following the “Controlled Documents link from the Iron Ore home page.
  • 31. BHP Billiton Iron Ore SPR-RHS-SAF-005 Rail Health & Safety c) Responsibilities of Safety Critical Workers Any worker or contractor carrying out a safety critical task or monitoring safety critical communications must take necessary action to eliminate the risk of being distracted at a critical time in their task. JHA’s should be used to evaluate the risk of distraction during safety critical tasks. ISSUE No: 1.0 General Operational Safety ISSUE DATE: 05/02/2009 SPR-RHS-SAF-005 PROCEDURE PAGE 31 OF 137Printed copies of this document are not controlled. To verify the copy is current, check on the controlled documents webviewer by following the “Controlled Documents link from the Iron Ore home page.
  • 32. BHP Billiton Iron Ore SPR-RHS-SAF-005 Rail Health & Safety OS 1.11 TRESPASSING ON THE BHP BILLITON IRON ORE RAILROAD NETWORK OS 1.11.1Trespassing When workers on duty, other than a driver of a moving train, see persons who are apparently on BHP Billiton Iron Ore railroad property without permission Worker/s  Identify themselves as a worker of BHP Billiton  Ask to see their BHP Billiton Infrastructure Card  Ask the person to identify themselves, and the reason they are on BHP Billiton property  Advise them of the danger of being within the BHP Billiton Network, that they could be endangering o Themselves o Workers o Property o BHP Billiton Operations, or o General public  Advise train control Note: When driver on a moving train see a trespasser on BHP Billiton property, they must give details to the train controller as soon as possible. ISSUE No: 1.0 General Operational Safety ISSUE DATE: 05/02/2009 SPR-RHS-SAF-005 PROCEDURE PAGE 32 OF 137Printed copies of this document are not controlled. To verify the copy is current, check on the controlled documents webviewer by following the “Controlled Documents link from the Iron Ore home page.
  • 33. BHP Billiton Iron Ore SPR-RHS-SAF-005 Rail Health & Safety OS 1.12 DRIVER FATIGUE OS 1.12.1Management of Driver Fatigue In relation to driver fatigue, the following procedures apply:  A driver shall not commence or continue to operate a train if their ability to operate a train safely is impaired due to incapacity, for example through o Illness o Injury o Fatigue  Where incapacity has occurred after the commencement of duty, the train crew shall o Report to train control, stop their train and obtain the appropriate Authority, as required by the circumstances o Not request Authority to proceed until their capacity to manage the train safely is restored or another driver is provided  As soon as practicable, the driver shall complete a report detailing the circumstances of the incapacity and submit it to Manager Railroad Operations or their delegate ISSUE No: 1.0 General Operational Safety ISSUE DATE: 05/02/2009 SPR-RHS-SAF-005 PROCEDURE PAGE 33 OF 137Printed copies of this document are not controlled. To verify the copy is current, check on the controlled documents webviewer by following the “Controlled Documents link from the Iron Ore home page.
  • 34. BHP Billiton Iron Ore SPR-RHS-SAF-005 Rail Health & Safety OS 1.13 TRACK WORKER COMPETENCY OS 1.13.1 Track Worker Competency Note: This section shall be read in conjunction with SPR-RHS-SAF-003 – Infrastructure Trackside Safety The following applies to track worker competency on the BHP Billiton Iron Ore Railroad Operations Network  Track workers shall be competent in o BHP Billiton Iron Ore Railroad Operations SPR-RHS-SAF-003 – Infrastructure Trackside Safety o Current BHP Billiton Infrastructure Card  To be responsible for track working the worksite supervisor in charge shall be competent in the appropriate operational and practical requirements relating to o Interface arrangements for network access, entry and exit, and associated documentation o Route and infrastructure knowledge for the track segment over which travel is to be undertaken by rail in track vehicles or machines o Infrastructure knowledge in relation to a work site or area where the work is to be performed o The specific track vehicles and machines and other equipment to be used o The work to be performed o The safety and conduct of all people involved at the work site o The use of LPA, TOA, TWA, TRI, No Authority Required o The use of a Worksite Planner (WP4), JHA and Take 5 Note: Where the track vehicle or machine is operating as a train, Proceed Authorities are used. ISSUE No: 1.0 General Operational Safety ISSUE DATE: 05/02/2009 SPR-RHS-SAF-005 PROCEDURE PAGE 34 OF 137Printed copies of this document are not controlled. To verify the copy is current, check on the controlled documents webviewer by following the “Controlled Documents link from the Iron Ore home page.
  • 35. BHP Billiton Iron Ore SPR-RHS-SAF-005 Rail Health & Safety  All track workers, who are required to be on or near the track, shall be certified as competent in track awareness and in possession of a BHP Billiton Infrastructure card  Where a person (for example a visitor) not certified in track awareness is required to be on or near the track, a competent and accredited track worker shall accompany and be responsible for the person  Only a qualified person holding a current BHP Billiton Infrastructure Card may be present on or near the track using a NAR ISSUE No: 1.0 General Operational Safety ISSUE DATE: 05/02/2009 SPR-RHS-SAF-005 PROCEDURE PAGE 35 OF 137Printed copies of this document are not controlled. To verify the copy is current, check on the controlled documents webviewer by following the “Controlled Documents link from the Iron Ore home page.
  • 36. BHP Billiton Iron Ore SPR-RHS-SAF-005 Rail Health & Safety OS 1.14 GENERAL RESPONSIBILITIES OF TRACK WORKERS IN CHARGE OF SAFETY OS 1.14.1 Responsibilities For each work site or movement on or near the track the track worker in charge of safety shall Worksite Supervisor  Ensure accurate time is maintained and is used for all procedures and communications  Ensure everyone on or near a work site, for which the worksite supervisor is responsible o Understands and complies with the rules, procedures and instructions to the extent that it relates to their duties; and  Is correctly attired in high visibility clothing and PPE  Be present at the work site before, during and at the completion of track work and be responsible for work site protection arrangements (unless a handover of duties occurs in accordance with Standard 1 – Infrastructure Trackside Safety)  Ensure any equipment being used that affects safety is in proper working order  Whilst on duty, be readily available to be contacted by train control, including establishing the method of communications to be used  Report to train control faults in communication equipment, for example, telephones or radios maintained for the use of track workers  Report all accidents including near misses, to train control  Not start, nor allow contractors any operation that may affect the track or works connected with them unless the proposed work has been o Approved through the proper procedures, and o Authorised by train control ISSUE No: 1.0 General Operational Safety ISSUE DATE: 05/02/2009 SPR-RHS-SAF-005 PROCEDURE PAGE 36 OF 137Printed copies of this document are not controlled. To verify the copy is current, check on the controlled documents webviewer by following the “Controlled Documents link from the Iron Ore home page.
  • 37. BHP Billiton Iron Ore SPR-RHS-SAF-005 Rail Health & Safety  Ensure that if the Worksite supervisor in charge of an LPA, TOA, TWA or TRI is to be changed whilst it is still current o A hand over is conducted between the incoming and outgoing Worksite supervisors, and an understanding reached on all issues affecting safe operations, and o Train control is advised of the name of the new Worksite supervisor. Note: This section must be read in conjunction with SPR-RHS-SAF-003 – Infrastructure Trackside Safety Procedures ISSUE No: 1.0 General Operational Safety ISSUE DATE: 05/02/2009 SPR-RHS-SAF-005 PROCEDURE PAGE 37 OF 137Printed copies of this document are not controlled. To verify the copy is current, check on the controlled documents webviewer by following the “Controlled Documents link from the Iron Ore home page.
  • 38. BHP Billiton Iron Ore SPR-RHS-SAF-005 Rail Health & Safety OS 1.15 POSITIONS OF SAFETY Positions of safety are places as follows:  Where there is at least 3 metres clearance between the person and the nearest rail of any line.  A place which has been properly constructed as a refuge  Where a suitable structure or physical barrier has been erected to provide protection  Behind the safety line at designated locations, buildings and structures OS 1.16 PLANNING FOR SAFETY The Worksite supervisor shall assess the work site and plan for safety. Planning for safety shall include, but not be limited to, the following considerations:  The use of the Worksite Planner (Form WP4)  Completion of a JHA and Take 5  The correct choice between an LPA, TOA, TWA, TRI or NAR for the type of work and equipment to be used  Method of work site protection  Assessing the physical characteristics specific to the work site  Weather conditions, including visibility  Noise generated by the type of work and equipment being used  Track speed  Adjacent tracks  Direction of trains and track maintenance machines.  Sighting distance required  Appointment of look-out(s), where required  Look-out positions ISSUE No: 1.0 General Operational Safety ISSUE DATE: 05/02/2009 SPR-RHS-SAF-005 PROCEDURE PAGE 38 OF 137Printed copies of this document are not controlled. To verify the copy is current, check on the controlled documents webviewer by following the “Controlled Documents link from the Iron Ore home page.
  • 39. BHP Billiton Iron Ore SPR-RHS-SAF-005 Rail Health & Safety  Determining positions of safety  Communications with train control and with trains  Other hazards  Briefing all concerned on site in relation to the approach of a train, in respect of o Where to go when a movement approaches o Who will provide the warning of the approaching movement o How the warning will be provided o Who will clear equipment from the track and the time needed to do so, and o The maximum train speed at the work site. OS 1.17 VIGILANCE Track workers shall be vigilant and not rely solely on the train schedules, train overviews or train monitoring systems for information as to the running of trains. Trains and other track vehicles and machines may run without any prior advice, or be in addition to or vary from train information provided by the train controller. ISSUE No: 1.0 General Operational Safety ISSUE DATE: 05/02/2009 SPR-RHS-SAF-005 PROCEDURE PAGE 39 OF 137Printed copies of this document are not controlled. To verify the copy is current, check on the controlled documents webviewer by following the “Controlled Documents link from the Iron Ore home page.
  • 40. BHP Billiton Iron Ore SPR-RHS-SAF-005 Rail Health & Safety PAGE LEFT BLANK INTENTIONALLY ISSUE No: 1.0 General Operational Safety ISSUE DATE: 05/02/2009 SPR-RHS-SAF-005 PROCEDURE PAGE 40 OF 137Printed copies of this document are not controlled. To verify the copy is current, check on the controlled documents webviewer by following the “Controlled Documents link from the Iron Ore home page.
  • 41. BHP Billiton Iron Ore SPR-RHS-SAF-005 Rail Health & Safety TRAIN MOVEMENTS Module 2 ISSUE No: 1.0 General Operational Safety ISSUE DATE: 05/02/2009 SPR-RHS-SAF-005 PROCEDURE PAGE 41 OF 137Printed copies of this document are not controlled. To verify the copy is current, check on the controlled documents webviewer by following the “Controlled Documents link from the Iron Ore home page.
  • 42. BHP Billiton Iron Ore SPR-RHS-SAF-005 Rail Health & Safety OS 2.0 MODULE 2 - TRAIN MOVEMENTS OS 2.1 INTRODUCTION OS 2.1.1 Definitions ATP (Automatic An electronic supervisory, system Train Protection) of ensuring trains do not exceed permitted speeds and/or limits of authority. Authorised A competent person authorised to Person perform duties specified in these standards. Foul When a vehicle or object is not sufficiently clear of an adjacent running line. Hand Signaller A qualified person appointed to use flags, lights and other devices to control traffic and to protect employees, contractors, the public and obstructions. In Clear A train “in clear” when it is within the clearance point for crossing purposes, or when the entire train is within station protection and is not foul of an adjacent line. Modified An air brake examination that Continuity Test: confirms the correct brake operation on the first three cars beyond the further most amalgamation point when a locomotive/s or car/s are attached or detached from a train. Shall To be understood as mandatory Should Is to be understood as non- mandatory ie. Advisory or recommended. ISSUE No: 1.0 General Operational Safety ISSUE DATE: 05/02/2009 SPR-RHS-SAF-005 PROCEDURE PAGE 42 OF 137Printed copies of this document are not controlled. To verify the copy is current, check on the controlled documents webviewer by following the “Controlled Documents link from the Iron Ore home page.
  • 43. BHP Billiton Iron Ore SPR-RHS-SAF-005 Rail Health & Safety OS 2.1.2 Purpose of Module This module provides general information on train movements and procedures and instructions for train operations on the BHP Billiton Iron Ore Railroad Network. OS 2.2 SPEED OF TRAINS OS 2.2.1 Speed of Trains – General Automatic Train Protection (ATP) shall govern the maximum speed at which trains may travel together with the assistance of speed boards, where provided. Speed boards indicate the maximum speed at which a train may travel, provided there is no conflict with the signals or instructions, for example:  Rollingstock maximum permitted speed  Permanent way speed restriction equipment  Special permanent speed boards restricting the operation of certain traffic on a section of track  Low Speed Indicator (LSI)  ATP indications  Operating notice or other instructions  Hand signallers instructions  Speed restrictions advised by train control  Speed restrictions as per speed restriction sheet. OS 2.2.2 Speed of Trains over Level Crossings Trains may travel at the speed nominated for the track section applicable to the level crossing, providing there are no other speed restrictions as stated in OS 2.2.1. Driver  Sound the whistle approaching the crossing  Make sure the track is clear ISSUE No: 1.0 General Operational Safety ISSUE DATE: 05/02/2009 SPR-RHS-SAF-005 PROCEDURE PAGE 43 OF 137Printed copies of this document are not controlled. To verify the copy is current, check on the controlled documents webviewer by following the “Controlled Documents link from the Iron Ore home page.
  • 44. BHP Billiton Iron Ore SPR-RHS-SAF-005 Rail Health & Safety  Ensure the speed of the train will allow it to cross the level crossing at the nominated speed  Maintain a constant speed through the crossing to allow for correct operation of the level crossing equipment (particularly crossings fitted with speed predictors) OS 2.2.3 Failure of Speedometer When a speedometer fails at the driving station of a locomotive or train unit Driver  Report the failure to the train controller  Use other speed indicators o D.I.D Panel o Locotrol o Turn locomotive consist if configurations allow.  If a second driver member is available o Have second driver member give regular speed updates Train Controller  Arrange to have a locomotive with a functional speedometer placed at the front of the train at the first opportunity, or  Arrange to have the speedometer repaired as soon as possible Note: Trains must not leave a depot or commence a journey with a defective speedometer. Table OS 2.2.3 may be used to assist with the calculation of speed in instances where no speedometer is available. ISSUE No: 1.0 General Operational Safety ISSUE DATE: 05/02/2009 SPR-RHS-SAF-005 PROCEDURE PAGE 44 OF 137Printed copies of this document are not controlled. To verify the copy is current, check on the controlled documents webviewer by following the “Controlled Documents link from the Iron Ore home page.
  • 45. BHP Billiton Iron Ore SPR-RHS-SAF-005 Rail Health & Safety Km/h Minutes/ Km/h Minutes/ Km/h Minutes/ Seconds Seconds Seconds per per Km per Km Km 20 3.00 25 2.24 30 2.00 35 1.42.9 40 1.30 42 1.25.7 44 1.21.8 46 1.18.3 48 1.15 50 1.12 52 1.09.2 54 1.06.6 56 1.04.3 58 1.02.1 60 1.00 62 0.58 64 0.56.2 66 0.54.5 68 0.52.9 70 0.51.4 72 0.50 74 0.48.6 76 0.47.4 78 0.46.2 80 0.45 82 0.43.9 84 0.42.9 86 0.41.9 88 0.40.9 90 0.40 92 0.39.1 94 0.38.3 96 0.37.5 98 0.36.7 100 0.36 Table OS 2.2.3 – Speed Table ISSUE No: 1.0 General Operational Safety ISSUE DATE: 05/02/2009 SPR-RHS-SAF-005 PROCEDURE PAGE 45 OF 137Printed copies of this document are not controlled. To verify the copy is current, check on the controlled documents webviewer by following the “Controlled Documents link from the Iron Ore home page.
  • 46. BHP Billiton Iron Ore SPR-RHS-SAF-005 Rail Health & Safety OS 2.2.4 Speed of Trains Mainline The following maximum permissible speeds are detailed for mainline train working. Speeds not defined as empty or loaded are deemed to be the same for both directions. Other speeds relative to train or locomotive working are as defined for those respective areas. Newman Mainline Permissible Location Speed Hedland to Goldsworthy Junction 60 km/h Goldsworthy Junction to Jimblebar Junction 75 km/h Shaw to Garden (loaded) 65 km/h Jimblebar Junction to Newman 75 km/h Jimblebar Junction to Jimblebar Mine 75 km/h Jimblebar Mine to Jimblebar Junction (loaded) 75 km/h Yandi Junction to Yandi 75 km/h Yandi to Kurrajura loaded) 60 km/h Yandi to Mining Area C 75 km/h Passing track entry (empty) 35 km/h Passing track exit (empty) 45 km/h Passing track entry and exit (loaded) 35 km/h Light locomotive/s as specified but not to 100 km/h exceed Light locomotive/s, track maintenance machine, work trains travelling in the down direction on either the “Up” or “Down” mainlines between 20 km/h GJ1/GJ3 signals and the 12.6 km level crossing NML ISSUE No: 1.0 General Operational Safety ISSUE DATE: 05/02/2009 SPR-RHS-SAF-005 PROCEDURE PAGE 46 OF 137Printed copies of this document are not controlled. To verify the copy is current, check on the controlled documents webviewer by following the “Controlled Documents link from the Iron Ore home page.
  • 47. BHP Billiton Iron Ore SPR-RHS-SAF-005 Rail Health & Safety Goldsworthy Mainline Permissible Location Speed Goldsworthy Junction (GML trains only until clear) 35 km/h Goldsworthy Junction to 58.5 km 60 km/h 58.5 km to 89 km 70 km/h 89 km to 164 km 60 km/h 164 km to 203.45 km 70 km/h ATP Switch Node imposed restrictions 25 km/h Passing track entry and exit Goldsworthy and Hardie passing track Approach (entry) Nodes for loaded trains taking the mainline 35 km/h when the exit turnout is set for reverse (stop) Note: GML speed change enforcement locations are defined by the time to action countdown activating within the ATP Display. Mine Yards Yarrie Mine Permissible Location Speed Under inspection gantry (empty trains only) 15 km/h Yarrie Balloon Loop 20 km/h Under train loader (Locomotives only) 5 km/h Under train loader 15 km/h Balloon switch (loaded) 35 km/h ISSUE No: 1.0 General Operational Safety ISSUE DATE: 05/02/2009 SPR-RHS-SAF-005 PROCEDURE PAGE 47 OF 137Printed copies of this document are not controlled. To verify the copy is current, check on the controlled documents webviewer by following the “Controlled Documents link from the Iron Ore home page.
  • 48. BHP Billiton Iron Ore SPR-RHS-SAF-005 Rail Health & Safety Nimingarra Mine Permissible Location Speed Nimingarra (Propelling) 15 km/h Nimingarra tunnel to Rubin West switch 30 km/h All turnouts when set for reverse 15 km/h Newman Mine Permissible Location Speed 21 Turnout to 423.8 km 35 km/h 423.8 km to Tunnels 20 km/h Through Loadout Tunnels 15 km/h Tunnels to 12 Turnout 20 km/h 12 Turnout till clear of 21 Turnout 35 km/h Jimblebar Mine Permissible Location Speed Jimblebar Mine Balloon Loop 20 km/h Ore Body 25 25 km/h Over the Weigh Bridges 4 km/h Yandi 1 Permissible Location Speed Yandi 1 Arrival Signal to Balloon Loop 35 km/h Balloon Loop 20 km/h Tunnel 5 km/h ISSUE No: 1.0 General Operational Safety ISSUE DATE: 05/02/2009 SPR-RHS-SAF-005 PROCEDURE PAGE 48 OF 137Printed copies of this document are not controlled. To verify the copy is current, check on the controlled documents webviewer by following the “Controlled Documents link from the Iron Ore home page.
  • 49. BHP Billiton Iron Ore SPR-RHS-SAF-005 Rail Health & Safety Yandi 2 Permissible Location Speed Yandi 2 Arrival Signal to Balloon Loop 60 km/h Balloon Loop 20 km/h Tunnel 5 km/h Beyond 1.5km on Exit side of the Tunnel 65 km/h Junctions and Yards Jimblebar Junction Yard Permissible Location Speed Jimblebar Junction Yard 60 km/h Turnout 51(all positions) 60km/h Turnouts 52, 53 and 54 (all positions) 35 km/h Turnouts 55 and 56 (set for reverse only) 35 km/h Turnout 57 35 km/h Hedland Yard Permissible Location Speed Arrival / Departure signals 35 km/h Reception (200a/b turnouts to LSS road X’ing) 35 km/h Central Yard ( LSS X’ing to Bi-Lo X’ing) 35 km/h 300 and 400 Series Turnouts set for the reverse 20 km/h Bi-Lo Crossing Note: Speed may be increased once the crossing 20 km/h is covered by the lead vehicle providing the train is not traversing turnouts set for reverse. ISSUE No: 1.0 General Operational Safety ISSUE DATE: 05/02/2009 SPR-RHS-SAF-005 PROCEDURE PAGE 49 OF 137Printed copies of this document are not controlled. To verify the copy is current, check on the controlled documents webviewer by following the “Controlled Documents link from the Iron Ore home page.
  • 50. BHP Billiton Iron Ore SPR-RHS-SAF-005 Rail Health & Safety North Yard (Bi-Lo X’ing to dumpers) 35 km/h Dumpers 5 km/h Dumper Yard (Dumpers to loco prep facility) 20 km/h Locomotive Preparation Facility (LPF) 10 km/h South Yard (Loco prep facility LPF to Yard office 35 km/h X’ing) Departure Yard (Yard office X’ing to 201 turnout) 35 km/h “I” Area 10 km/h “I” Area spur 10 km/h Number 1 and 2 spurs (entry) 10 km/h Number 1 and 2 spurs (depart) 20 km/h 100 Road 20 km/h Ore Car Repair Shop roads 10 km/h Locomotive Service Facility roads 10 km/h Locomotive Service Facility Weighbridge road 2 km/h Locomotive Service Shop and pits 5 km/h Locomotive Overhaul Shop roads 10 km/h Short leg of “Y” 10 km/h Long leg of “Y” 20 km/h Double slip / Fuel spur / Turning spur 15 km/h Hard stand 20 km/h Unballasted track unless otherwise instructed 5 km/h All other areas 10 km/h Propelling movements Note: Speed shall not override more restrictive 25 km/h speeds e.g. Dumpers / LPF ISSUE No: 1.0 General Operational Safety ISSUE DATE: 05/02/2009 SPR-RHS-SAF-005 PROCEDURE PAGE 50 OF 137Printed copies of this document are not controlled. To verify the copy is current, check on the controlled documents webviewer by following the “Controlled Documents link from the Iron Ore home page.
  • 51. BHP Billiton Iron Ore SPR-RHS-SAF-005 Rail Health & Safety Bofin Permissible Location Speed Bofin Mainline 50 km/h Boodarie Loop 15 km/h Boodarie Service Road 15 km/h Boodarie dead-end spur 10 km/h Boodarie (old) GML Prep Facility 15 km/h Boodarie Wye 15 km/h Boodarie Wye Prep Facility (BLPF) 10 km/h Boodarie Workshop roads (outside derailers) 15 km/h Boodarie Workshop roads (inside derailers) 5 km/h Finucane Island Balloon Loop 20 km/h Finucane Island Hopper 15 km/h Western Yard car dumper road 20 km/h Car Dumper 4 5 km/h Miscellaneous Permissible Location Speed Transfer road 35 km/h Avoidance Road 60 km/h Bing Yard roads 10 km/h Quarry 8 10 km/h Maintenance sidings / Backtracks / Storage roads 10 km/h ISSUE No: 1.0 General Operational Safety ISSUE DATE: 05/02/2009 SPR-RHS-SAF-005 PROCEDURE PAGE 51 OF 137Printed copies of this document are not controlled. To verify the copy is current, check on the controlled documents webviewer by following the “Controlled Documents link from the Iron Ore home page.
  • 52. BHP Billiton Iron Ore SPR-RHS-SAF-005 Rail Health & Safety OS 2.3 AIR BRAKE TESTING OF TRAINS OS 2.3.1 Purpose of Section This section outlines the Rail Operating procedure for the air testing of trains. OS 2.3.2 Terminal Brake Test A terminal brake test is a train safety test carried out at a terminal station such as Boodarie and Nelson Point that includes all the requirements of:  A Visual and Audible Brake Test  A Knock Test and  A Continuity Test A full terminal brake test is required on all trains departing for a mainline journey or as specified in set BHP Billiton Iron Ore Railroad guidelines for the period / distance between terminal brake tests. Note: If a train has been standing for a period of 24hrs or more without an air supply attached, then the train shall not move onto the mainline unless visual and audible test is carried out. For all loaded rakes which have received both a knock test and a visual and audible brake test at Nelson Point and Boodarie, the car examiner shall attach a green ‘Traffic Rake’ Certificate to the brake pipe cut out cock at the dumper end (Port End) of the rake. a) Visual and Audible Brake Test (Function Test) A visual and audible brake test shall be carried out by a Car examiner / maintainer on all trains receiving a terminal brake test, and shall include the application and release of the brakes on each vehicle on the train. ISSUE No: 1.0 General Operational Safety ISSUE DATE: 05/02/2009 SPR-RHS-SAF-005 PROCEDURE PAGE 52 OF 137Printed copies of this document are not controlled. To verify the copy is current, check on the controlled documents webviewer by following the “Controlled Documents link from the Iron Ore home page.
  • 53. BHP Billiton Iron Ore SPR-RHS-SAF-005 Rail Health & Safety b) Knock Test A knock test shall be carried out on all trains receiving a terminal brake test and shall include a check by a car examiner/maintainer of the following ore car equipment:  Worn brake blocks (replace when near condemning mark).  Broken, damaged or missing brake blocks – replace.  Missing brake block keys.  Change out any leaking valves and gaskets.  Condition of side bearers and bolster spring.  Replace leaking “O” rings.  Replace broken knuckle pins.  Flattened air pipes.  Obvious wheel faults, such as flat / hot/ shelled / cracked wheels.  Obvious draft gear faults.  Body damage or severe body corrosion.  Record and report any maintenance required. A Knock test can be conducted either before or after dumping. A ‘Priority’ knock test is a type of knock test which is used where dumper queues are short, and some non-essential maintenance is left until the next knock test. The main difference between a ‘normal knock’ and ‘priority knock ’is the level of in the field maintenance performed on individual ore cars. (The procedure for Knock Tests is outlined in Section OS 2.4 – Knock Tests of this document). c) Continuity Test A continuity test shall be carried out as part of every terminal brake test to prove continuity of the brake pipe on the full length of the train. The Visual and Audible Brake test satisfies the requirement of a Terminal Test continuity test. ISSUE No: 1.0 General Operational Safety ISSUE DATE: 05/02/2009 SPR-RHS-SAF-005 PROCEDURE PAGE 53 OF 137Printed copies of this document are not controlled. To verify the copy is current, check on the controlled documents webviewer by following the “Controlled Documents link from the Iron Ore home page.
  • 54. BHP Billiton Iron Ore SPR-RHS-SAF-005 Rail Health & Safety OS 2.3.3 Brake Pipe Continuity Test A brake pipe continuity test proves continuity of the brake pipe from the front to the rear of the train or rake. After charging the brake pipe, the application and release of the brakes shall be observed on the last three vehicles of the train. Where the train is fitted with an electronic means of monitoring the pressure of the brake pipe on the last vehicle of the train transmitted to the lead locomotive, this device may be used to conduct the brake pipe continuity test. Note: When a locotrol train has been left unattended for a period of time (i.e.: Bing) a continuity test shall be conducted prior to departure. Continuity tests are also required before departing all mines and load out locations, including Quarry 8. OS 2.3.4 Line-side Air Test Line side air testing utilises an air supply other than a locomotive to test trains, to make sure train brakes are operational and that the brake pipe is continuous throughout the train. OS 2.3.5 Modified Continuity Test A modified continuity test is conducted on trains to ensure the brake pipe is continuous rear-ward beyond where an interruption of brake pipe continuity occurred on a train. After re-coupling and charging the brake pipe, the application and release of the brakes shall be observed on at least three vehicles beyond the point of the brake pipe interruption. ISSUE No: 1.0 General Operational Safety ISSUE DATE: 05/02/2009 SPR-RHS-SAF-005 PROCEDURE PAGE 54 OF 137Printed copies of this document are not controlled. To verify the copy is current, check on the controlled documents webviewer by following the “Controlled Documents link from the Iron Ore home page.
  • 55. BHP Billiton Iron Ore SPR-RHS-SAF-005 Rail Health & Safety A modified continuity test is carried out when:  Any locomotive is attached to a train (excluding the dumpers).  Any rail vehicle/s is attached to, or detached from a train (other than from the rear of a train).  Any brake pipe angle cocks on a train are closed to effect repairs (i.e.: change hose bag etc).  Continuity of the brake pipe is interrupted (other than removal of vehicles from the rear of a train).  Conducting a run around movement i.e.: OB25 or other locations as required. Note: A modified continuity test is not required where an operational EOTM is fitted and a continuity test can be conducted. In the event that the condition of brake pipe continuity on the train is not known, then a continuity test shall be carried out. For the movement of ore car rakes at the Port, specific instructions apply.  For moving loaded rakes from reception (51- 54rd’s) and the car dumpers at Nelson Point; and where the condition of the brake pipe continuity on the rake is known; 3 cars are required to be observed during the “brake function check” when a modified brake test is carried out.  For moving loaded rakes from reception (51- 54rd’s) and the car dumpers at Nelson Point; and where the condition of the brake pipe continuity on the rake is unknown; a full continuity shall be performed. For moving rakes from the North Yard (1-12rd’s) to the car dumper and from the car dumper to the South yard, Brake Test Procedure 6.4.1 below applies.  Guidelines on conditions where a modified test is carried out are included in Section OS 2.3.4 and Specific BHP Billiton Iron Ore Railroad instructions issued. ISSUE No: 1.0 General Operational Safety ISSUE DATE: 05/02/2009 SPR-RHS-SAF-005 PROCEDURE PAGE 55 OF 137Printed copies of this document are not controlled. To verify the copy is current, check on the controlled documents webviewer by following the “Controlled Documents link from the Iron Ore home page.
  • 56. BHP Billiton Iron Ore SPR-RHS-SAF-005 Rail Health & Safety a) Modified Continuity Test (Car Dumping) Prior to the commencement of, and during shunting movements, the air brake shall be connected to all railway vehicles except where covered by specific instructions. A modified continuity test (car dumping) shall be carried out to make sure the brake pipe is continuous rear-ward beyond the point of any interruption of the brake pipe continuity on the consist. The modified brake test (car Dumping) should only be carried out where the hauling or propelling locomotives automatic brake valve is operational and cut-in. This specific test has two parts: the first part is carried out before entering the dumpers and the second is carried out immediately after dumping is complete. This first part of this test is to be carried out as follows:  Start with consist marshalled from the Port End as follows o Locomotive (manned) o Loaded ore car rake o Index cars o Compressor car (cut in and running)  Charge train with both feed valves to 620 kpa (90 psi) and then reduce brake pipe pressure from the lead locomotive by more than 110 kpa (15 psi) using the lead automatic brake valve. For SD40 and Dash 8 locomotives, observe strong audible blow to atmosphere with compressor car feed valve maintaining a brake pipe air supply to the lead.  Cut the lead automatic brake valve cut out valve to out. Observe that brake pipe pressure rises by at least 70 kpa (10 psi) in less than 30 seconds, thereby proving continuity of the brake pipe from rear feed valve (compressor car) to the lead locomotive. ISSUE No: 1.0 General Operational Safety ISSUE DATE: 05/02/2009 SPR-RHS-SAF-005 PROCEDURE PAGE 56 OF 137Printed copies of this document are not controlled. To verify the copy is current, check on the controlled documents webviewer by following the “Controlled Documents link from the Iron Ore home page.
  • 57. BHP Billiton Iron Ore SPR-RHS-SAF-005 Rail Health & Safety The second part of the test is to be carried out as follows:  On completion of dumping of the preceding rake and receiving appropriate authority, proceed into the car dumper and propel the rake in advance while spotting the loaded rake. On completion of spotting, apply a service brake application of at least 100 kpa (15 psi) on the loaded rake.  Detach from the loaded rake and attach to the empty rake as per instructions. Shut down the compressor car and isolate the feed valve. Recharge the ore car brakes until the flow meter indicates that the ore car brakes are released and almost recharged.  Propel the empty rake at less than 5 km/hr until the locomotive is 6 cars clear of the dumper. Apply a service brake application of between 100 kpa and 140 kpa and check the rake stops as required. After the locomotive has stopped and the brake pipe pressure stabilized, recharge the brake pipe.  Observe the time taken for the flow to decrease and for the brake pipe to recharge, and ensure that these times are consistent with a 100 car train. If the flow decreases in less than a minute, the air is not continuous through the train. If this occurs, stop and investigate. ISSUE No: 1.0 General Operational Safety ISSUE DATE: 05/02/2009 SPR-RHS-SAF-005 PROCEDURE PAGE 57 OF 137Printed copies of this document are not controlled. To verify the copy is current, check on the controlled documents webviewer by following the “Controlled Documents link from the Iron Ore home page.
  • 58. BHP Billiton Iron Ore SPR-RHS-SAF-005 Rail Health & Safety OS 2.3.6 Train Setup on Completion of Train Inspections On completion of car knocking and brake testing Yard Controller  Advise examiners which rake is to be left behind. Examiner/ Car Maintainer  Dump rake to be left behind leaving brake cock open and corresponding locomotive brake cock closed  Re-open all other brake pipe cocks that were closed between locomotives and rakes for testing purposes.  Do not lift any coupling pins for the pre-empting of rake separations Prior to boarding a locomotive the following checks and inspections shall be carried out at ground level to ensure the integrity and reliability of the equipment and associated fittings essential for their safe operation. a) A rake has been left unattended with locomotive/s attached Driver  Check brake pipe cocks are open between the locomotive/s and first vehicle. b) Rake has been left unattended with locomotive/s attached and compressor cars attached Driver/Yardman  Check the brake pipe cocks are open between the compressor car and ore car.  Check the brake pipe cock is closed on the trailing end of the compressor car. ISSUE No: 1.0 General Operational Safety ISSUE DATE: 05/02/2009 SPR-RHS-SAF-005 PROCEDURE PAGE 58 OF 137Printed copies of this document are not controlled. To verify the copy is current, check on the controlled documents webviewer by following the “Controlled Documents link from the Iron Ore home page.
  • 59. BHP Billiton Iron Ore SPR-RHS-SAF-005 Rail Health & Safety When on board the locomotive Driver  Conduct a continuity test to ensure the integrity of the brake pipe. Yardman  Make the break at the location determined by the yard controller.  Assist in continuity test as directed by driver. OS 2.3.7 Roll-By Examination A roll-by examination is conducted by an authorised person and is required to make sure there are no obvious defects on the train. Where there has not been a knock test carried out since unloading, a roll-by test shall be carried out before departure. When carrying out a roll-by examination, the driver shall limit the train speed to 25 km /hr to allow qualified person to observe the ore cars. In addition, when any worker is in a position to observe a train passing, they are expected to use sight, hearing and smell to detect anything out of the ordinary with any rail vehicle and report any defect to the driver, train controller or other appropriate officer. Where wayside detection equipment has detected significant wheel impact levels, a roll-by examination is used to gauge the severity of potential wheel or bearing defects. When carrying out roll-by examination of trains passing through yards, the driver, yardman, examiner or qualified employee shall check for the following:  All wheels are rotating  Defective or noisy bearings  Skids and Flat Spots on Wheels  Handbrake chains are fully released ISSUE No: 1.0 General Operational Safety ISSUE DATE: 05/02/2009 SPR-RHS-SAF-005 PROCEDURE PAGE 59 OF 137Printed copies of this document are not controlled. To verify the copy is current, check on the controlled documents webviewer by following the “Controlled Documents link from the Iron Ore home page.
  • 60. BHP Billiton Iron Ore SPR-RHS-SAF-005 Rail Health & Safety  That audible leaks from branch pipes, angle cocks and air hoses are not excessive  Position of car body on bogie bolster and side bearers  Other obvious defects In all cases where a knock test has been carried out on loaded rakes, a roll-by examination is required before a mainline journey commences. Note: All empty trains originating from Nelson Point, Boodarie and Bing shall have a roll-by examination on departure. OS 2.3.8 Brake Pipe Leakage Test A brake pipe leakage test is necessary to determine if leakage of air from the train brake system is within allowable limits for regulatory or locotrol purposes. After marshalling a train for mainline departure the driver shall ensure that a train brake pipe leakage test is conducted. Brake pipe leakage shall not exceed 35 kpa per minute. OS 2.3.9 Drivers to Observe Locomotive Gauges and Displays Drivers are required to constantly monitor locomotive gauges and displays as they affect the safe working and degree of control of the equipment being operated. In particular, the driver shall observe the status of the brake pipe gauges whether operating on the mainline or in yards with reference to the operating condition of the vehicles being hauled. The flow meter and brake pipe gauge shall be observed regularly to gather an indication of the following:  Flow Rate (relative to brake pipe length and temperature).  Brake pipe pressure at the last car to determine taper.  That the brake pipe is continuous through out the train. ISSUE No: 1.0 General Operational Safety ISSUE DATE: 05/02/2009 SPR-RHS-SAF-005 PROCEDURE PAGE 60 OF 137Printed copies of this document are not controlled. To verify the copy is current, check on the controlled documents webviewer by following the “Controlled Documents link from the Iron Ore home page.
  • 61. BHP Billiton Iron Ore SPR-RHS-SAF-005 Rail Health & Safety OS 2.3.10 Exclusion Zone – Brake Pipe Continuity For the purpose of train safety, an exclusion zone has been declared on all rail traffic between the Bi Lo Crossing and car dumpers 1, 2 and 3 at Nelson Point. No BHP Billiton personnel or contractors are permitted to carry out work on any rolling stock in this exclusio zone, and in particular these personnel or contractors shall not carry out any actions that will affect the integrity of the brake pipe between the lead and rear of any ore car rake. This requirement does not preclude the attachment or removal of compressor cars or fuel tankers from one end of an ore car rake or maintainers attending to compressor car faults. Under normal operations, loaded rakes entering this area will have brake pipe continuity established before entering and as such will not require a further continuity test before being pulled to the relevant dumper for spotting, except if being left for a period greater than 24 hrs. Note: The Manager Railroad Operations or their delegate may issue specific instructions on a per case basis that work be carried out in this area after ensuring the safety of all personnel working or likely to work in the area. This is to be done using appropriate Risk Management processes. ISSUE No: 1.0 General Operational Safety ISSUE DATE: 05/02/2009 SPR-RHS-SAF-005 PROCEDURE PAGE 61 OF 137Printed copies of this document are not controlled. To verify the copy is current, check on the controlled documents webviewer by following the “Controlled Documents link from the Iron Ore home page.
  • 62. BHP Billiton Iron Ore SPR-RHS-SAF-005 Rail Health & Safety OS 2.3.11Traffic Rake Certificate For all loaded rakes that have received both a knock test and a visual and audible brake test at Nelson Point and Boodarie, the car examiner shall attach a green ‘Traffic Rake’ Certificate to the brake pipe cut out cock at the dumper end (Port End) of the rake. The Shunt Crew spotting the loaded rake shall remove the ‘Traffic Rake’ Certificate prior to the rake entering the car dumper and return it to the car examiners. The ‘Traffic Rake’ Certificate certifies that the Rake is fit for mainline traffic. No BHP Billiton employee or contractor shall carry out any work that would affect brake pipe continuity of the rake, the braking system or equipment safety of the ore cars in any way while the Certificate is in place. The ‘Traffic Rake’ Certificate does not replace any existing requirements for brake testing of trains departing Port for mainline traffic. OS 2.3.12 Percentage of Isolated or Inoperative Brakes Maximum number of vehicles with isolated / inoperative brakes in any one train shall not exceed  5% of the total train on departure from Nelson Point, Boodarie or Bing.  7% of the total train on departure from a mine or intermediate station on Newman Mainline, MAC Mainline and Goldsworthy Mainline.  10% of the total train of a service train excluding locomotives. ISSUE No: 1.0 General Operational Safety ISSUE DATE: 05/02/2009 SPR-RHS-SAF-005 PROCEDURE PAGE 62 OF 137Printed copies of this document are not controlled. To verify the copy is current, check on the controlled documents webviewer by following the “Controlled Documents link from the Iron Ore home page.
  • 63. BHP Billiton Iron Ore SPR-RHS-SAF-005 Rail Health & Safety OS 2.4 SKIP KNOCKS OS 2.4.1 Definition Skip Knock - indicates that the rake/s arriving in Nelson Point or Boodarie Yards have,  been identified as having been ‘knocked’ on the previous journey and  NO requirement for a further ‘knock’ is necessary. Note: If a rake does not require a ‘Knock’ it will only receive a ‘Brake Test’ prior to departure. OS 2.4.2 Procedure for Nelson Point Yard When loaded trains arrive at Nelson Point Yard and are identified as having been ‘Knocked’ on the previous journey, the following shall apply:  Train comes to a stand at reception, break is made (if more than single rake train) and the first portion is taken to the car dumper for unloading.  If another car dumper can be utilised, the rear portion will proceed to the car dumper for unloading. When an empty rake arrives at the South Yard and identified as having been ‘Knocked’ on the previous journey and a ‘Knock’ and ‘Brake Test’ has not been conducted on arrival, the following shall apply.  A brake test only (including a visual inspection of wheels) shall be conducted and the train marshalled and readied for departure. ISSUE No: 1.0 General Operational Safety ISSUE DATE: 05/02/2009 SPR-RHS-SAF-005 PROCEDURE PAGE 63 OF 137Printed copies of this document are not controlled. To verify the copy is current, check on the controlled documents webviewer by following the “Controlled Documents link from the Iron Ore home page.
  • 64. BHP Billiton Iron Ore SPR-RHS-SAF-005 Rail Health & Safety OS 2.4.3 Procedure for Boodarie When an empty rake arrives at Boodarie and is identified as having been ‘Knocked’ on the previous journey, the following shall apply:  A brake test only (including a visual inspection of wheels) shall be conducted. OS 2.4.4 Tracking of Knocks on Rakes When a ‘Knock’ is conducted on a rake it is recorded and the information is stored. The information is retrievable by the Yard and 6PG Controllers to assist in their planning for presentation of rakes to the dumpers. Yard and 6PG Controllers are to ensure that they complete the ‘End Knock’ on RROPS when the ‘Knock’ has been completed. This will allow easy access to the information regarding the Knock for future/further reference. In the event that the Knock information is questioned or in doubt, the Knock sheet can be used as a secondary check. However, if in doubt the ‘Knock’ is to be conducted. OS 2.4.5 Preplanning and Communication Maximising the benefits from this initiative is dependant upon the continued good planning of rakes to the dumpers and the recognition of the importance of effective communication between yard control, 6PG control, examiners, rail transport supervisors and shift coordinators. ISSUE No: 1.0 General Operational Safety ISSUE DATE: 05/02/2009 SPR-RHS-SAF-005 PROCEDURE PAGE 64 OF 137Printed copies of this document are not controlled. To verify the copy is current, check on the controlled documents webviewer by following the “Controlled Documents link from the Iron Ore home page.
  • 65. BHP Billiton Iron Ore SPR-RHS-SAF-005 Rail Health & Safety OS 2.5 SECURING OF TRAINS OS 2.5.1 Securing of Trains, Portion of a Train, or Rail Vehicles When securing a train, portion of a train, or rail vehicles on a mainline or back track Worker  Make sure rail vehicle/train has stopped  Close both brake pipe cocks  Disconnect hosebags  Hold the hosebag firmly  Open the brake pipe cock slowly  Do not direct airflow onto yourself or other workers  Wait until the air flow stops  Leave brake pipe cock open on the lead vehicle of the remaining vehicle/s. WARNING: Do not close the brake pipe cock before the airflow stops; otherwise a train brake release may occur.  Advise the train controller o The location of the first rail vehicle  Apply as many handbrakes as directed by the train controller according to grade, hand brake chart (see figure OS 2.5) or the use of the electronic handbrake calculator.  Apply chocks, if necessary  Make sure any derail devices are in place (if supplied)  Secure the points away from the occupied track (if possible) Note: Within the Nelson Point Yard, three handbrakes are sufficient to hold a rake stationary other than between the Old Yard Tower and the Bi-Lo Crossing where one handbrake every three cars is to be applied on loaded rakes. ISSUE No: 1.0 General Operational Safety ISSUE DATE: 05/02/2009 SPR-RHS-SAF-005 PROCEDURE PAGE 65 OF 137Printed copies of this document are not controlled. To verify the copy is current, check on the controlled documents webviewer by following the “Controlled Documents link from the Iron Ore home page.
  • 66. BHP Billiton Iron Ore SPR-RHS-SAF-005 Rail Health & Safety Train Controller  Advise the driver/worker to apply handbrakes in accordance with the grade, handbrake chart or the electronic handbrake calculator.  Advise driver/worker to apply chocks, if necessary Loaded Trains Empty Trains Locomotive Locomotive Locomotive Locomotive Grade Brake Brake Brake Brake Applied Released Applied Released 0.00% 0% 0% 0% 0% 0.05% 0% 3% 0% 1% 0.10% 0% 5% 0% 2% 0.20% 0% 11% 0% 4% 0.30% 5% 16% 0% 5% 0.40% 10% 21% 0% 7% 0.50% 16% 27% 0% 9% 0.60% 21% 32% 0% 11% 0.70% 26% 37% 0% 13% 0.80% 32% 43% 0% 15% 0.90% 37% 48% 0% 16% 1.00% 42% 53% 0% 18% 1.10% 48% 59% 0% 20% 1.20% 53% 64% 2% 22% 1.30% 58% 69% 4% 24% 1.40% 64% 75% 5% 25% 1.50% 69% 80% 7% 27% 1.60% 74% 85% 9% 29% 1.70% 80% 91% 11% 31% 1.80% 85% 96% 13% 33% Figure OS 2.5 Hand Brake Chart ISSUE No: 1.0 General Operational Safety ISSUE DATE: 05/02/2009 SPR-RHS-SAF-005 PROCEDURE PAGE 66 OF 137Printed copies of this document are not controlled. To verify the copy is current, check on the controlled documents webviewer by following the “Controlled Documents link from the Iron Ore home page.
  • 67. BHP Billiton Iron Ore SPR-RHS-SAF-005 Rail Health & Safety Note: If the average gradient cannot be determined, the train controller shall determine the heaviest gradient any portion of the train is standing on and advise the number of handbrakes required relative to that grade. OS 2.5.2 Securing Rail Vehicles on a Running Track When it is necessary, in an emergency, to stow rail vehicles, including locomotives on a running track Worker/Driver  Obtain approval from the train controller  Secure the points for other than the occupied track (if possible) Driver  Apply as many handbrakes as deemed necessary according to grade, hand brake chart (see figure OS 2.5) or as directed by the train controller using electronic handbrake calculator.  Use chocks where required Note: To stow vehicles on a running line, the Manager Railroad Operations or their delegate (in most instances this will be the train controller) must grant authority ISSUE No: 1.0 General Operational Safety ISSUE DATE: 05/02/2009 SPR-RHS-SAF-005 PROCEDURE PAGE 67 OF 137Printed copies of this document are not controlled. To verify the copy is current, check on the controlled documents webviewer by following the “Controlled Documents link from the Iron Ore home page.
  • 68. BHP Billiton Iron Ore SPR-RHS-SAF-005 Rail Health & Safety OS 2.5.3 Stabling Locomotives Locomotive/s detached from trains, attached to compressor/index cars that are left unattended (running or shutdown) In addition to existing stabling requirements for locomotives the following shall apply, Driver / Qualified Worker  Stabling one or more locomotives, one locomotive handbrake shall be applied.  If a locomotive is removed from stabled consist, one handbrake is to be applied to a remaining locomotive.  Handbrake to be released prior to moving a stabled locomotive. Note: Mines spare locomotive and Newman fuel train locomotive shall be handbrake as per the above requirements. Note: A locomotive that is to be stabled and the handbrake is defective, the locomotive shall be secure by chocks as per OS 2.5.14. OS 2.5.4 Securing of Trains to Prevent Movement When the locomotive independent brake, or hand/park brakes are not sufficient to prevent train movement Driver  If movement occurs, apply automatic train brakes  Apply as many handbrakes as deemed necessary according to grade, hand brake chart (see figure OS 2.5) or as directed by the train controller using electronic handbrake calculator.  Use chocks where required ISSUE No: 1.0 General Operational Safety ISSUE DATE: 05/02/2009 SPR-RHS-SAF-005 PROCEDURE PAGE 68 OF 137Printed copies of this document are not controlled. To verify the copy is current, check on the controlled documents webviewer by following the “Controlled Documents link from the Iron Ore home page.
  • 69. BHP Billiton Iron Ore SPR-RHS-SAF-005 Rail Health & Safety OS 2.5.5 Procedure for Placing Chocks to Prevent Train or Rail Vehicle Movement When it is not possible to hold a train or rail vehicle stationary with handbrakes Driver / Qualified Person placing chocks  Check the drawgear o If bunched (drawgear pushed in), chock wheels from the bottom of the grade o If stretched (drawgear pulled taut), chock wheels from the top of the grade  Place chocks under wheels on one side of rail vehicle only  Tell train controller which rail vehicle/s is chocked Train Controller  Make sure the next driver who moves the rail vehicle/s is aware which rail vehicle/s is chocked Note: Care must be taken when placing or removing chocks under the wheels of rail vehicles. Hold the chock so the hand is not between the chock and the rail or wheel. OS 2.5.6 Total Compressor Failure When all compressors fail on a train Driver  Bring the train to a stop at a suitable location as soon as practicable using a service brake application, and a dynamic brake, if available  Do not recharge the brake system or release any brake application  When the train comes to a stop, make an emergency brake application  Leave the emergency brake applied until the compressor is operational  Apply handbrakes to secure train , if necessary ISSUE No: 1.0 General Operational Safety ISSUE DATE: 05/02/2009 SPR-RHS-SAF-005 PROCEDURE PAGE 69 OF 137Printed copies of this document are not controlled. To verify the copy is current, check on the controlled documents webviewer by following the “Controlled Documents link from the Iron Ore home page.
  • 70. BHP Billiton Iron Ore SPR-RHS-SAF-005 Rail Health & Safety OS 2.5.7 Holding Trains Stationary When it is required to hold a train stationary under normal operating conditions Driver  Use the locomotive independent brake  If the independent brake will not hold the train stationary, make a sufficient reduction of automatic train brake. OS 2.5.8 Uncommanded Flow Indication When the flowmeter registers an uncommanded flow indication from the brake pipe Driver  Make a visual check, where possible, to make sure the rest of the train is following safely and is intact  If the train appears to be parted, stop. o Tell the train controller of the situation a) Possible Accident to a Train Driver  If duplicated track, carry out emergency radio procedures (emergency, emergency, emergency)  Where necessary, provide train protection  Check if adjacent track/s is fouled (if applicable)  Check for the cause of the air loss, or other indications  Secure all portions of the train by application of the independent brake and handbrakes  If there is an accident, give the train controller the details  When the situation has been resolved o Tell train controller o remove any protection placed (if applicable) ISSUE No: 1.0 General Operational Safety ISSUE DATE: 05/02/2009 SPR-RHS-SAF-005 PROCEDURE PAGE 70 OF 137Printed copies of this document are not controlled. To verify the copy is current, check on the controlled documents webviewer by following the “Controlled Documents link from the Iron Ore home page.
  • 71. BHP Billiton Iron Ore SPR-RHS-SAF-005 Rail Health & Safety b) Where the Train Appears to be Intact Driver  Secure train by using independent brake and, where necessary, handbrakes  Investigate the cause  Take spare brake pipe hosebag and equipment needed to replace hosebag  If the cause is a burst hosebag, replace defective hosebag o Advise the train controller Note: It is essential the train is secured against movement before repairs are carried out. c) Brake Pipe Pressure is Restored Driver  Carry out a continuity brake test ISSUE No: 1.0 General Operational Safety ISSUE DATE: 05/02/2009 SPR-RHS-SAF-005 PROCEDURE PAGE 71 OF 137Printed copies of this document are not controlled. To verify the copy is current, check on the controlled documents webviewer by following the “Controlled Documents link from the Iron Ore home page.
  • 72. BHP Billiton Iron Ore SPR-RHS-SAF-005 Rail Health & Safety OS 2.5.9 Brake Pipe Dump and Penalties a) Uncommanded Emergency Brake Application (Dump). When trains encounter uncommanded emergency brake applications (dumps) the brakes apply at a rapid rate with increased brake cylinder pressure. To initiate the release of the brakes; the brake pipe has to be recharged above 425kpa before the brake cylinder pressure will start to reduce. It is because of this brake lock on effect that trains are required to be secured before attempting to recover the brakes. On descending grades the train shall be secured (as per the hand brake chart), prior to recharging the brake pipe, the train brakes are reapplied, then the hand brakes can be released. Once this is done and the driver is back on the lead locomotive the train brakes can be released and the train can proceed. b) ATP and Other Onboard Systems Initiated Penalty Brake Applications. Two types of penalty brake applications are; i. Full Service Brake Application Penalty. The train is brought to a stand and the driver is required to go to suppression to recover. The driver can release and proceed as long as operating requirements are complied with. ii. Handles Off Penalty. The brake pipe pressure is reduced to zero at the service rate. If the driver releases this application while on a steep descending grade the train will start to move immediately and there is no activating air left to initiate the emergency application. Therefore, should a Handles Off penalty occur on a loaded train descending the MAC bank, Yandi bank or Chichester range (Shaw to Garden) the train shall be brought to a stand, Train Control informed and the incident treated as if it is an emergency brake application. ISSUE No: 1.0 General Operational Safety ISSUE DATE: 05/02/2009 SPR-RHS-SAF-005 PROCEDURE PAGE 72 OF 137Printed copies of this document are not controlled. To verify the copy is current, check on the controlled documents webviewer by following the “Controlled Documents link from the Iron Ore home page.
  • 73. BHP Billiton Iron Ore SPR-RHS-SAF-005 Rail Health & Safety OS 2.5.10 Coupling of Hosebags When attaching rail vehicle/s Worker  Remove dirt and moisture from the hosebag by o Carefully opening the hosebag cock o Tapping the hosebag  Couple hosebags after rail vehicle/s is attached  Fully open hosebag cocks slowly  Make sure spare hosebags are coupled correctly Note: The hosebag, when not coupled, must be firmly held and directed away from the face of the worker before opening the cock. Ensure the hosebag cock is closed to reduce the risk of serious injury. OS 2.5.11 Uncoupling and Securing Hosebags When detaching rail vehicle/s Worker  Close hosebag cocks on both adjacent rail vehicles  Uncouple hosebags before rail vehicle is detached  Dummy up hosebags.  Secure rail vehicles ISSUE No: 1.0 General Operational Safety ISSUE DATE: 05/02/2009 SPR-RHS-SAF-005 PROCEDURE PAGE 73 OF 137Printed copies of this document are not controlled. To verify the copy is current, check on the controlled documents webviewer by following the “Controlled Documents link from the Iron Ore home page.
  • 74. BHP Billiton Iron Ore SPR-RHS-SAF-005 Rail Health & Safety OS 2.5.12 Return of Defective Hosebag When a defective hosebag is located on rail vehicle in a depot Worker  Replace the defective hosebag When a defective hosebag is located on rail vehicle en-route Driver  Replace the defective hosebag in accordance with section OS 2.5.8  Forward the hosebag to the rollingstock maintenance depot OS 2.5.13 Isolating Air Brakes Relayed Brakes Driver/Worker  Ensure the car/train is secured against unintended movement  Close the branch pipe cut off cock (slowly if excessive air leakage is evident to prevent dumping the trains brake pipe)  Drain the supply reservoir and leave the drain cock open  Operate the hand release mechanism to drain the air from the brake cylinders  Check brake blocks have moved clear of the wheels  If the car to be isolated is the last car, it must be either remarshalled into the train or taken off. Ensure that the new last car has an operating air brake ISSUE No: 1.0 General Operational Safety ISSUE DATE: 05/02/2009 SPR-RHS-SAF-005 PROCEDURE PAGE 74 OF 137Printed copies of this document are not controlled. To verify the copy is current, check on the controlled documents webviewer by following the “Controlled Documents link from the Iron Ore home page.
  • 75. BHP Billiton Iron Ore SPR-RHS-SAF-005 Rail Health & Safety Note: If last car isolated mid-section. Authority required from Manager Railroad Operations to move to first suitable location to detach.  Record defective car number and location in the train consist  Advise the train controller Non-Relayed Brake Equipment Driver/Worker  Ensure the car/train is secured against unintended movement  Close the branch pipe cut off cock (slowly if excessive air leakage is evident to prevent dumping the trains brake pipe)  Using the hand release, drain air from the brake cylinders and brake system  Check brake blocks have moved clear of the wheels  GML Tomlinson (red) cars, wedge the hand release valve open (with a rock) to fully exhaust reservoir to atmosphere  If the car to be isolated is the last car, it must be either remarshalled into the train or taken off. Ensure that the new last car has an operating air brake Note: If last car isolated mid-section. Authority required form Manager Railroad Operations to move to first suitable location to detach.  Record defective car number and location in the train consist  Advise the train controller ISSUE No: 1.0 General Operational Safety ISSUE DATE: 05/02/2009 SPR-RHS-SAF-005 PROCEDURE PAGE 75 OF 137Printed copies of this document are not controlled. To verify the copy is current, check on the controlled documents webviewer by following the “Controlled Documents link from the Iron Ore home page.
  • 76. BHP Billiton Iron Ore SPR-RHS-SAF-005 Rail Health & Safety OS 2.5.14 Applying Handbrakes on Rail Vehicles When applying a handbrake on rail vehicles in a yard or siding Worker  Apply airbrake, if possible  Apply handbrake fully (do not over tighten)  Release airbrake OS 2.5.15 Defective Handbrakes When handbrakes become defective Worker  Notify supervising officer  Attach defect labels to the handbrake and to the rail vehicle  If necessary, secure the rail vehicle with chocks Supervising Officer  Make sure repairs are carried out as soon as possible ISSUE No: 1.0 General Operational Safety ISSUE DATE: 05/02/2009 SPR-RHS-SAF-005 PROCEDURE PAGE 76 OF 137Printed copies of this document are not controlled. To verify the copy is current, check on the controlled documents webviewer by following the “Controlled Documents link from the Iron Ore home page.
  • 77. BHP Billiton Iron Ore SPR-RHS-SAF-005 Rail Health & Safety OS 2.6 TRAIN IN CLEAR AND INTACT OS 2.6.1 Train to be In Clear of Adjacent Track When a train on a bidirectional single line, in other than Remote Controlled Signalling (RCS) territory, is brought to a stand at a station to allow another train to cross or pass Driver  Check train is intact by o Verbal confirmation of another who can see the rear of train signals, or o Visually determining the correct rail vehicle is at the rear of the train, or o The correct number of rail vehicles are on the train, or o Carrying out a brake pipe leakage test o End of Train Monitor  Make sure the train is in clear by comparing the length of the train with the capacity of the mainline or loop  If train is not in clear, tell train controller and driver of opposing train  Protect the train, if necessary OS 2.6.2 Trains Stopping Foul of Another Running Track When a train stops foul of a track on which other trains may cross or pass Driver  Immediately tell other trains, the train controller  Protect the train, if necessary ISSUE No: 1.0 General Operational Safety ISSUE DATE: 05/02/2009 SPR-RHS-SAF-005 PROCEDURE PAGE 77 OF 137Printed copies of this document are not controlled. To verify the copy is current, check on the controlled documents webviewer by following the “Controlled Documents link from the Iron Ore home page.
  • 78. BHP Billiton Iron Ore SPR-RHS-SAF-005 Rail Health & Safety OS 2.6.3 Crossing and Passing Trains to be In Clear and Intact When trains are crossing or passing at a station Driver  Make sure the opposing train is in clear and intact by checking the o Other train is in clear o Last rail vehicle has the rear of train signal fitted and working  Tell other driver, if possible, the train is intact Note: This procedure does not need to be carried out in Remote Controlled Signalling (RCS) Territory, except when an opposing train is travelling on the authority of Form RCS1. OS 2.6.4 Opposing Train Not In Clear If a train is NOT in clear of the track on which another train is to cross or pass Driver  Stop clear of other train  Tell driver of other train their train is not in clear Driver of other train  Pull in clear of the opposing track, if possible ISSUE No: 1.0 General Operational Safety ISSUE DATE: 05/02/2009 SPR-RHS-SAF-005 PROCEDURE PAGE 78 OF 137Printed copies of this document are not controlled. To verify the copy is current, check on the controlled documents webviewer by following the “Controlled Documents link from the Iron Ore home page.
  • 79. BHP Billiton Iron Ore SPR-RHS-SAF-005 Rail Health & Safety OS 2.6.5 Opposing Train Not Intact When the opposing train is NOT intact at a station Driver  Tell driver of opposing train  Tell train controller Train Controller  Check the location of all rail vehicles  Make sure section is clear  Authorise train to proceed if satisfied the section is clear Driver  Do not proceed until authorised by train controller Figure OS 2.6 Intact and In Clear ISSUE No: 1.0 General Operational Safety ISSUE DATE: 05/02/2009 SPR-RHS-SAF-005 PROCEDURE PAGE 79 OF 137Printed copies of this document are not controlled. To verify the copy is current, check on the controlled documents webviewer by following the “Controlled Documents link from the Iron Ore home page.
  • 80. BHP Billiton Iron Ore SPR-RHS-SAF-005 Rail Health & Safety OS 2.7 DELAYED IN A TRACK SECTION Train delayed in a track section and no communication available with driver Train Controller  If necessary, stop any rail vehicle that may be required to travel on the adjacent track.  Warn any rail vehicle that may be required to travel on the adjacent track OS 2.8 STOPPING OF TRAINS When it is necessary to stop a train mid section Driver  Advise the train controller o Location o Reason for stopping ISSUE No: 1.0 General Operational Safety ISSUE DATE: 05/02/2009 SPR-RHS-SAF-005 PROCEDURE PAGE 80 OF 137Printed copies of this document are not controlled. To verify the copy is current, check on the controlled documents webviewer by following the “Controlled Documents link from the Iron Ore home page.
  • 81. BHP Billiton Iron Ore SPR-RHS-SAF-005 Rail Health & Safety OS 2.9 LOCOMOTIVE ANCILLARY SAFETY EQUIPEMENT FAILURE OS 2.9.1 Malfunction of Singular On-Board Locomotive Safety Equipment. Driver  Request authority from train controller to isolate such equipment Train Controller  In consultation with rail transport supervisor and driver, should make alternative arrangements for the safe operation of the train. OS 2.9.2 Malfunction of All On-Board Locomotive Safety Equipment. Train Controller  In consultation with rail transport supervisor and driver, shall make alternative arrangements for the safe operation of trains. ISSUE No: 1.0 General Operational Safety ISSUE DATE: 05/02/2009 SPR-RHS-SAF-005 PROCEDURE PAGE 81 OF 137Printed copies of this document are not controlled. To verify the copy is current, check on the controlled documents webviewer by following the “Controlled Documents link from the Iron Ore home page.
  • 82. BHP Billiton Iron Ore SPR-RHS-SAF-005 Rail Health & Safety OS 2.10 REPORTING TO TRAIN CONTROL BEFORE NETWORK ENTRY The following procedure shall apply before a train enters the network running lines from any of the following:  The trains origin location  A yard, terminal, mine or port  Another train control jurisdiction OS 2.10.1 Procedure for a Train to Enter the Network Driver  Establish communication with train control to confirm correct operation of the voice communications equipment; and  Discuss with train control any issues that are pertinent to their working.  Confirm departure time from origin location, yard or terminal, confirm train identification details; and  Confirm train length, train crew names and time on duty, as appropriate to their working (if applicable)  Confirm correct speed restriction sheet including any alterations. Train Controller  Confirm and record the details, as appropriate to the operational management of the train through the jurisdiction  Ensure the train details are entered correctly into the RROPS System ISSUE No: 1.0 General Operational Safety ISSUE DATE: 05/02/2009 SPR-RHS-SAF-005 PROCEDURE PAGE 82 OF 137Printed copies of this document are not controlled. To verify the copy is current, check on the controlled documents webviewer by following the “Controlled Documents link from the Iron Ore home page.
  • 83. BHP Billiton Iron Ore SPR-RHS-SAF-005 Rail Health & Safety WAYSIDE EQUIPMENT Module 3 ISSUE No: 1.0 General Operational Safety ISSUE DATE: 05/02/2009 SPR-RHS-SAF-005 PROCEDURE PAGE 83 OF 137Printed copies of this document are not controlled. To verify the copy is current, check on the controlled documents webviewer by following the “Controlled Documents link from the Iron Ore home page.
  • 84. BHP Billiton Iron Ore SPR-RHS-SAF-005 Rail Health & Safety OS 3.0 MODULE 3 - WAYSIDE EQUIPMENT OS 3.1 INTRODUCTION OS 3.1.1 Definitions ATP (Automatic An electronic supervisory, Train Protection) system of ensuring trains do not exceed permitted speeds and/or limits of authority. Dragging A device fitted at rail height to Equipment Detector detect any dragging equipment (DED) from a railway vehicle. Hot Wheel/Hot A device installed at various Bearing Detector locations on track to detect the temperature of wheels and bearings on Railway Vehicles as they pass the detector location. Trackside Warning Those devices installed at Equipment various sites on track to detect and report on the condition of the track and passing rail traffic. OS 3.1.2 Purpose of Module This module provides general information on the Wayside Equipment used on the BHP Billiton Iron Ore Railroad. It will also provide procedures and instructions for the use and application of these systems. ISSUE No: 1.0 General Operational Safety ISSUE DATE: 05/02/2009 SPR-RHS-SAF-005 PROCEDURE PAGE 84 OF 137Printed copies of this document are not controlled. To verify the copy is current, check on the controlled documents webviewer by following the “Controlled Documents link from the Iron Ore home page.
  • 85. BHP Billiton Iron Ore SPR-RHS-SAF-005 Rail Health & Safety OS 3.2 AUTOMATIC TRAIN PROTECTION (ATP) OS 3.2.1 ATP Message Display The ATP Action Plan is intended to assist drivers in fault identification and system peculiarities / irregularities These are some of the messages displayed by ATP. ATP MESSAGE DISPLAY ATP DISPLAY DESCRIPTION Trail Loco set up as a trailing unit Remote Loco set up as controlling remote Shunt Shunt switch has been activated Override Override switch has been activated No_Locat Transponder failure No_Code No cab signal is being picked up Cal_Fail Wheel Calibration failure Cal_Err Transponder ID data not right Brk_Fail Brake Test Failure TrspFail Transponder Interface Fail SenAFail Speed Sensor A Fail SenBFail Speed Sensor B Fail FcolFail Forward Receiver Coil Failure RcolFail Rear Receiver Coil Failure FreqFail Off-Frequencies Fail Tst_Fail Departure Test Failed Gen Field Off and Reverser centred and Select End out. BP too low Brake Pipe too low to conduct test CC1,2,3,4_Fail Cab Codes has Failed OS 3.2.2 Shunt Switch ISSUE No: 1.0 General Operational Safety ISSUE DATE: 05/02/2009 SPR-RHS-SAF-005 PROCEDURE PAGE 85 OF 137Printed copies of this document are not controlled. To verify the copy is current, check on the controlled documents webviewer by following the “Controlled Documents link from the Iron Ore home page.
  • 86. BHP Billiton Iron Ore SPR-RHS-SAF-005 Rail Health & Safety The Shunt switch is located on the drivers control stand and can only be operated on authorisation from the train controller. The full description of use and activation is listed below. SHUNT SWITCH Location: Drivers control stand Operation: Authorised by train controller only  Only used for shunting operations  Following moves / Assisting trains Usage:  While Propelling Cars  When helping disabled trains All applications used only in ATP or Node Territory  Must be stationary prior to operation  Spring loaded toggle switch, alarm will sound whilst activating switch  Turn the switch “On” and release and the system goes into Shunt Mode  “Shunting” is displayed on ATP message display  Turn the switch “On” and release the second time and the system returns to Normal Activation:  Train is restricted to 35km/h while in shunt. Note: If switch is held in the ‘On” position for more than 7 seconds an error will be declared and the switch will be ignored until the Ultra Cab II is cycled Note: Penalty brake application will occur when speed is exceeded Warning: Banker Locomotives are not to use SHUNT MODE. ISSUE No: 1.0 General Operational Safety ISSUE DATE: 05/02/2009 SPR-RHS-SAF-005 PROCEDURE PAGE 86 OF 137Printed copies of this document are not controlled. To verify the copy is current, check on the controlled documents webviewer by following the “Controlled Documents link from the Iron Ore home page.
  • 87. BHP Billiton Iron Ore SPR-RHS-SAF-005 Rail Health & Safety OS 3.2.3 Temporary Override Switch The temporary override switch is located on the drivers control stand. It may only be used if authorised by the train controller or if the driver is in possession of a valid Form RCS1. TEMPORARY OVERRIDE SWITCH Location: Drivers control stand Authorised by train controller Operation: Or in possession of a valid Form RCS1  Used in ATP failure situations  Used to allow movement when system is enforcing a Stop or Restrictive speed Usage:  RCS1 Forms as well as authority to override ATP are required to pass signals at Stop.  Override switch will Not override a Cal Error (for Cal Error see Section OS 3.2.6)  Spring loaded toggle switch, alarm will sound whilst activating switch  Turn the switch “On” and release to put system into Override mode  “Override” is displayed in ATP message display Activation:  The Ultra Cab II will resume Normal operations when the condition that was overridden is corrected Note: If switch is held in the ‘On” position for more than 7 seconds an error will be declared and the switch will be ignored until the Ultra Cab II is cycled Note: Use of the temporary override switch does not allow a variation from Safeworking Procedures. Safeworking Procedures must be adhered to at all times Note: A driver may use their discretion in an emergency situation to override the ATP. However, the train controller must be advised of all details of the situation as soon as possible. ISSUE No: 1.0 General Operational Safety ISSUE DATE: 05/02/2009 SPR-RHS-SAF-005 PROCEDURE PAGE 87 OF 137Printed copies of this document are not controlled. To verify the copy is current, check on the controlled documents webviewer by following the “Controlled Documents link from the Iron Ore home page.
  • 88. BHP Billiton Iron Ore SPR-RHS-SAF-005 Rail Health & Safety OS 3.2.4 Location Not Known or Lost (No_Locat) No_Locat (Location not known or lost) The restricted mode is the result of the ATP system not being able to use its track map to determine local track Definition: speeds or block enforcement The ATP System will display a target speed and No_Locat  When entering ATP territory, returns to ATP Active nd after 100 metres and passes over 2 entry Transponder  When the Locomotive detects incorrect location Cause: data or no data within 15 km from last valid Transponder ID received.  The ATP system deems itself lost after missing 2 transponder locations  Missing Transponders or antenna damaged  Override may be utilised to allow track speed to be continued  If a 0 Target is displayed, Override will not allow the ATP system to enforce the Stop prior to the signal location  In the case of a 35 Diverge Target, the operation of Override would not allow ATP to enforce the speed. Action:  System will impose speed restrictions within 3 km of signal location  Normal operation will be restored when location is verified with correct location from next transponder. ATP_Act will be displayed  If stationary and 0 target speed displayed ATP will not permit further movement Warning: Safeworking considerations must be considered prior to the operation of Override in the case of a No_Locat situation. System may need to be isolated ISSUE No: 1.0 General Operational Safety ISSUE DATE: 05/02/2009 SPR-RHS-SAF-005 PROCEDURE PAGE 88 OF 137Printed copies of this document are not controlled. To verify the copy is current, check on the controlled documents webviewer by following the “Controlled Documents link from the Iron Ore home page.
  • 89. BHP Billiton Iron Ore SPR-RHS-SAF-005 Rail Health & Safety OS 3.2.5 No Code There are three scenarios in relation to No Code. a) The 25kmh Restricted Speed imposed by Cab Code 0 after passing a proceed signal.  A broken rail has occurred straight after the locomotive passed the proceed signal.  The Cab Signal Generator has failed to start up and send cab codes for next signal.  Something has occupied the block section from the other end about the same time as the Cause: locomotive.  Something is tracking out the cab codes between the signal and the locomotive. E.g. ( water over the track, equipment working on the track, etc)  The way side equipment has failed in total.  The first train over the section cannot Override and it continues across the section at 25kmh.  The Traffic Controller checks the telemetry once the section is clear and if track occupation Action: remains then it is potentially a Broken Rail. Note: If there is no track occupation then it is probably the Cab Signal Generator. The fault must be rectified. ISSUE No: 1.0 General Operational Safety ISSUE DATE: 05/02/2009 SPR-RHS-SAF-005 PROCEDURE PAGE 89 OF 137Printed copies of this document are not controlled. To verify the copy is current, check on the controlled documents webviewer by following the “Controlled Documents link from the Iron Ore home page.
  • 90. BHP Billiton Iron Ore SPR-RHS-SAF-005 Rail Health & Safety b) If a No Code is detected within 3 km of a Red signal the ATP system will impose a Zero (0) target speed instead of a 25 km target.  An imposed Stop initiated by Cab Code 0 prior to passing a signal. Cause:  ATP will not allow a train to pass any signal without receiving a Proceed cab code. This is an extension of the previous situation. Traffic Controller must check the telemetry for next section. If track is clear and signal indication is at Proceed train controller shall authorise the Driver to Override the restrictive state. Action: If the Receiver Coils are damaged ATP will display a restricted speed (25), Time To Action and No Code Note: The System may need to be isolated c) A No Code is detected when stationary  If reverser is centred Cause:  If direction is selected and Gen Field CB is off. Action: Select direction and ensure Gen Field CB is On. Note: If entering a passing track that is occupied (Flashing Red, Subsidiary or Form RCS1) you will receive a ‘0 No Code’. Note: No Code will count you down to the signal and not to the rear of the obstruction ISSUE No: 1.0 General Operational Safety ISSUE DATE: 05/02/2009 SPR-RHS-SAF-005 PROCEDURE PAGE 90 OF 137Printed copies of this document are not controlled. To verify the copy is current, check on the controlled documents webviewer by following the “Controlled Documents link from the Iron Ore home page.
  • 91. BHP Billiton Iron Ore SPR-RHS-SAF-005 Rail Health & Safety OS 3.2.6 Cal_Error A Cal_Error occurs if the Transponder ID received is out of tolerance. Cal_Err Definition: Transponder ID received is out of tolerance  Transponder error  Transponder identification out of all parameters  Transponder is in wrong location  The one or both traction motors tachos connected to the ATP system has been Cause: isolated.  The system can no longer calculate distance or speed.  Excessive wheel slip or wheel slide Note: In this instance the train is given a penalty brake application  To clear, Cycle computer, Cycle RF source circuit breaker Conduct departure test and proceed as normal if possible. If Cal Err is still displayed then follow the Calibration Procedure via the Ultra Cab II console 1. Switch Gen field switch On 2. Place Reverser in forward 3. Press Upper toggle switch to Calibrate position and release 4. Wait until WHL DIA1 appears in the display Action: 5. Lift lower toggle switch to Scroll position (5 times) until Quit is displayed To avoid mistakes ensure the CPU display scrolls through the following in order: MTR CALCLEAR SPDATETIMEQUIT Permission from train control prior to opening the Ultra Cab II cabinet. ISSUE No: 1.0 General Operational Safety ISSUE DATE: 05/02/2009 SPR-RHS-SAF-005 PROCEDURE PAGE 91 OF 137Printed copies of this document are not controlled. To verify the copy is current, check on the controlled documents webviewer by following the “Controlled Documents link from the Iron Ore home page.
  • 92. BHP Billiton Iron Ore SPR-RHS-SAF-005 Rail Health & Safety Note: If Cal Err relates to wheel slip/slide the ATP Air Isolation switch can be switched off with permission of train control. Once clear of the problem area the train must be stopped and the ATP system restored. If not, ATP may need to be isolated. OS 3.2.7 Other ATP Messages Other messages that may appear are listed below CAL FAIL Description: Wheel calibration Test Loop Failure The ATP System will operate utilising the previous wheel calibration in its memory. However, the failure Action: must be recorded and reported as continuous and subsequent failures could develop into Brk_Fail Description: The Brake Test has failed during departure test Check the brake system and conduct the departure Action: test again TrspFail The Amtec Transponder Interface has failed during Description: the departure test. Check the RF Source circuit breaker and re-conduct Action: the departure test. SenAFail / SenBFail Either one of the traction motor speed Speed Description: Sensors have failed during the departure test process Check the Traction Motor and Speed Sensor cut outs Action: and reconduct the departure test FcolFail / RcolFail The Forward or Rear Cab Signal Receiver Coils have Description: failed during the departure test Check the receiver coils are still correctly positioned Action: behind the Cow catcher on both ends of the locomotive. reconduct the departure test. ISSUE No: 1.0 General Operational Safety ISSUE DATE: 05/02/2009 SPR-RHS-SAF-005 PROCEDURE PAGE 92 OF 137Printed copies of this document are not controlled. To verify the copy is current, check on the controlled documents webviewer by following the “Controlled Documents link from the Iron Ore home page.
  • 93. BHP Billiton Iron Ore SPR-RHS-SAF-005 Rail Health & Safety FreqFail Description: The Frequency test for the Cab Codes has failed. Check circuit breakers and receiver coils and Action: reconduct the departure test. Tst_Fail Description: Some aspect of the Departure test has failed Press the Scroll button to identify which function has Action: failed. Rectify the fault and re-conduct the departure test. Select End The ATP departure test can not proceed if a Description: direction of travel has not been selected Turn the Generator Field switch On and place the Action: Reverser in forward / reverse Speed This message is displayed when a departure test is Description: attempted on a Dash 8 while in motion. It also results in a penalty application due to recent soft ware changes. It does not occur on AC6000s as the drop down Action: menu will not show the departure test function key while the locomotive is in motion BP too low This indicates the Brake Pipe pressure is too low for Description: the departure test to proceed and therefore the test will fail Check the Auto Brakes are released prior to the full Action: departure test being conducted. CC1,2,3,4 &0_Fail This indicates that the ATP system cannot identify or Description: respond to a cab code command Re-conduct the departure test and any subsequent failure the system is a total failure. Action: Note: If this message is displayed, notify train control and Isolate ATP ISSUE No: 1.0 General Operational Safety ISSUE DATE: 05/02/2009 SPR-RHS-SAF-005 PROCEDURE PAGE 93 OF 137Printed copies of this document are not controlled. To verify the copy is current, check on the controlled documents webviewer by following the “Controlled Documents link from the Iron Ore home page.
  • 94. BHP Billiton Iron Ore SPR-RHS-SAF-005 Rail Health & Safety Kill Code (Displayed on CPU Card in Ultra Cab II console) Failure to Calibrate in an ATP Description: Active area Set Reverser to reverse and re- Action: calibrate ATP ATP Subsystem Failures If the Display goes blank due to Description: Vital voltage failure The ATP’s failsafe system will impose a Penalty Brake application The system cannot operate without a Display therefore the Action: system is a failure. Note: If this message is displayed, notify train control and Isolate ATP ISSUE No: 1.0 General Operational Safety ISSUE DATE: 05/02/2009 SPR-RHS-SAF-005 PROCEDURE PAGE 94 OF 137Printed copies of this document are not controlled. To verify the copy is current, check on the controlled documents webviewer by following the “Controlled Documents link from the Iron Ore home page.
  • 95. BHP Billiton Iron Ore SPR-RHS-SAF-005 Rail Health & Safety OS 3.2.8 ATP Isolation Should it be necessary to isolate the ATP, the following process shall be adopted. ATP ISOLATION The System should only be isolated after thoroughly Description: exhausting all avenues of trouble shooting.  Contact train control and obtain authority to Isolate system  Stop the Train  Break the seal on the A.T.P. Isolation Switch  Turn the ATP isolation switch “out”  This isolates the air portion of the system. (EPIC)  Turn the Main ATP circuit breaker “Off” at Action: main control panel  This isolates the electrical side of the system (Ultra Cab II). Record the isolation on Locomotive Log Book. Note: The ATP will no longer provide vital supervision and the alerter is the only supervisory system operational Note: All trains shall have an ATP equipped locomotive leading with ATP activated and operational prior to departure from a terminal unless otherwise authorised by the Registered Manager Railroad Operations. ISSUE No: 1.0 General Operational Safety ISSUE DATE: 05/02/2009 SPR-RHS-SAF-005 PROCEDURE PAGE 95 OF 137Printed copies of this document are not controlled. To verify the copy is current, check on the controlled documents webviewer by following the “Controlled Documents link from the Iron Ore home page.
  • 96. BHP Billiton Iron Ore SPR-RHS-SAF-005 Rail Health & Safety OS 3.3 WHEEL IMPACT LOAD DETECTOR (WILD) OS 3.3.1 Location The wheel impact load detector is located at the 39 kilometre. OS 3.3.2 Alarm Receipt Hardcopies of a report is sent to the OCRS Nelson Point. ISSUE No: 1.0 General Operational Safety ISSUE DATE: 05/02/2009 SPR-RHS-SAF-005 PROCEDURE PAGE 96 OF 137Printed copies of this document are not controlled. To verify the copy is current, check on the controlled documents webviewer by following the “Controlled Documents link from the Iron Ore home page.
  • 97. BHP Billiton Iron Ore SPR-RHS-SAF-005 Rail Health & Safety OS 3.4 HOT WHEEL ALARM/HOT BEARING DETECTOR (HWA/HBD) OS 3.4.1 HWA/HBD General The Hot Wheel Alarm/Hot Bearing Detector activates when the temperature of wheels/bearings exceeds predetermined temperature. OS 3.4.2 Location NML 39.4 km GML 37.95 km 84.9 km 97.35 km 128.8 km 141.35 km 154.3 km 172.00 km 179.9 km 226.1 km 258.1 km MAC M311 km 284.4 km 322.9 km 370.1 km OS 3.4.3 Communication All alarms are received directly by the train control centre, whilst simultaneously transmitting annunciation advice of defects detected to the driver. Driver advised of  Axle number/s  Rail (side)  Type of defect  Vehicle number  Car position. ISSUE No: 1.0 General Operational Safety ISSUE DATE: 05/02/2009 SPR-RHS-SAF-005 PROCEDURE PAGE 97 OF 137Printed copies of this document are not controlled. To verify the copy is current, check on the controlled documents webviewer by following the “Controlled Documents link from the Iron Ore home page.
  • 98. BHP Billiton Iron Ore SPR-RHS-SAF-005 Rail Health & Safety OS 3.4.4 Alarm Receipt The alarm is both audible and screen alarm. Once the alarm is acknowledged, it is transferred from the Alarm Screen, to the Operational Diary Screen only. OS 3.4.5 Initial Alarm Display Example: Control Date Time KM Peg HWA1 Text Area 284 km Hot Box 06/02 06:51:26 CA09 284 HWA1 West rail Axle 53 OS 3.4.6 Procedure Train Controller  Locate and confirm location on the mimic screen.  Confirm and identify train in area.  Advise driver to bring the train to a stand clear of HWA/HBD. Note: Driver will already have the annunciation/audible advice and should already be bringing the train to a stand  From Hotbox Viewer o Note the axle/s number o East or West side o Hot wheel/s or axle/s  Endorse the train control diagram including o Cars number o Any faults/action taken  If necessary, broadcast request for assistance from any mobile in the vicinity to assist the driver. ISSUE No: 1.0 General Operational Safety ISSUE DATE: 05/02/2009 SPR-RHS-SAF-005 PROCEDURE PAGE 98 OF 137Printed copies of this document are not controlled. To verify the copy is current, check on the controlled documents webviewer by following the “Controlled Documents link from the Iron Ore home page.
  • 99. BHP Billiton Iron Ore SPR-RHS-SAF-005 Rail Health & Safety  Advise the driver of the details.  If mobile assistance used, or 2nd driver is on the Train, no 10 minute check call required  If the driver is ‘Driver Only’ and required to walk the train, initiate ‘Train Walk’ procedures, calling every 10 minutes until the driver is back on the locomotive or until assistance arrives  Instruct driver to check affected car/s and those on either side  If there is a significant delay or a drivers hours may exceed 12 hrs (this includes the affected driver or any other driver affected by the delay), call the relevant Supervisor Rail Operations to arrange relief/assistance  Once the train has been checked o If no abnormality detected (NAD), train continues on journey. If mobile available, they are to be used to carry out ‘Roll-by examination’ of the train o If fault detected, the train controller shall consult with the driver and Rollingstock Maintainers to ascertain next course of action o If no mobile is available and assistance is required, call out ‘On Call’ Track Maintenance Personnel or, if near a rail crew location, call for assistance ISSUE No: 1.0 General Operational Safety ISSUE DATE: 05/02/2009 SPR-RHS-SAF-005 PROCEDURE PAGE 99 OF 137Printed copies of this document are not controlled. To verify the copy is current, check on the controlled documents webviewer by following the “Controlled Documents link from the Iron Ore home page.
  • 100. BHP Billiton Iron Ore SPR-RHS-SAF-005 Rail Health & Safety OS 3.5 DRAGGING EQUIPMENT DETECTOR (DED) OS 3.5.1 Location DED’s are located at all signal locations and at selected switch locations. OS 3.5.2 Communication All alarms are received directly by the train control centre only. OS 3.5.3 Alarm Receipt The Alarm is audible and screen alarm as well as train control mimic panel indication. A red coloured rectangle box with the acronym ‘DED’ is displayed on the Mimic Screen at the location of the activation. The alarm will remain displayed on the alarm screen until reset in the field, this is usually done by a Signal Maintainer. OS 3.5.4 Initial Alarm Display Example: Date Time Con. area Station Text DED YJN Dragging 06/02 07:00:27 CA08 YJN Equipment Detected ISSUE No: 1.0 General Operational Safety ISSUE DATE: 05/02/2009 SPR-RHS-SAF-005 PROCEDURE PAGE 100 OF 137Printed copies of this document are not controlled. To verify the copy is current, check on the controlled documents webviewer by following the “Controlled Documents link from the Iron Ore home page.
  • 101. BHP Billiton Iron Ore SPR-RHS-SAF-005 Rail Health & Safety OS 3.5.5 Procedure Train Controller  Advise the driver of the activation.  Driver of the train is to be advised to bring the train to an immediate stand.  If necessary, broadcast request for assistance from any mobile in the vicinity to assist the driver.  Endorse the train control diagram including o Car/s number. o Any faults/action taken.  If mobile assistance used, or 2nd driver is on the Train, no 10 minute check call required.  If the driver is ‘Driver Only’ and required to walk the train, initiate ‘Train Walk’ procedures, calling every 10 minutes until the driver is back on the locomotive or until assistance arrives.  Instruct driver to check the portion of the train that has passed the DED for low hanging objects.  If there is a significant delay or a drivers hours may exceed 12 hrs (this includes the affected driver or any other driver affected by the delay), call the relevant rail crew /relieving driver (Yandi), to arrange relief/assistance.  Once the Train has been checked o If no abnormality detected (NAD), train continues on journey. If mobile available, they are to be used to carry out ‘Roll-by examination’ of the train. o If fault detected, advise the worker/driver to raise and secure the low hanging object. The train may then continue on with its journey. ISSUE No: 1.0 General Operational Safety ISSUE DATE: 05/02/2009 SPR-RHS-SAF-005 PROCEDURE PAGE 101 OF 137Printed copies of this document are not controlled. To verify the copy is current, check on the controlled documents webviewer by following the “Controlled Documents link from the Iron Ore home page.
  • 102. BHP Billiton Iron Ore SPR-RHS-SAF-005 Rail Health & Safety OS 3.6 COLD RAIL ALARM (CRA) OS 3.6.1 Cold Rail Alarm - General The Cold Rail Alarm activates when the temperature drops below 7 degrees. The alarm will restore to normal once the temperature rises above 10 degrees. OS 3.6.2 Location The Cold Rail Detector is located at the M311.0 km. OS 3.6.3 Communication All alarms are received directly by the train control centre only. OS 3.6.4 Alarm Receipt The Alarm is both audible and screen alarm. Once the alarm is acknowledged, it is transferred from the Alarm Screen, to the Operational Diary Screen only. An alarm is also received when the alarm resets back to normal. This Alarm is both audible and screen alarm which, when reset, transfers to the Operational Diary Screen. ISSUE No: 1.0 General Operational Safety ISSUE DATE: 05/02/2009 SPR-RHS-SAF-005 PROCEDURE PAGE 102 OF 137Printed copies of this document are not controlled. To verify the copy is current, check on the controlled documents webviewer by following the “Controlled Documents link from the Iron Ore home page.
  • 103. BHP Billiton Iron Ore SPR-RHS-SAF-005 Rail Health & Safety OS 3.6.5 Initial Alarm Display Example: Date Time Con.area Station Text HWA1 226 km 06/02 07:00:27 CA06 226 Cold Rail Alarm OS 3.6.6 Procedure Train Controller  Notify drivers of all loaded trains, including service and work trains, to reduce speed to 60 km/h between all mines (Jimblebar, Newman, OB18, OB25, Mining Area C, Yandi 1 & 2) and Abydos.  Advise the GML train controller as to the status of the alarm, including when it is reset.  The Speed Restriction Sheet is to amended to include the speed restriction, along with locomotive numbers of the trains advised.  The train control diagram is to be endorsed, including lines showing, activation and reset of the alarm in the affected area, including time.  Once the alarm resets, advise the drivers of affected trains to resume normal road speed.  Train control diagram to be endorsed, including time. Note: It is possible to receive multiple activations and resets for this alarm. On all occasions, the above procedure must be followed. ISSUE No: 1.0 General Operational Safety ISSUE DATE: 05/02/2009 SPR-RHS-SAF-005 PROCEDURE PAGE 103 OF 137Printed copies of this document are not controlled. To verify the copy is current, check on the controlled documents webviewer by following the “Controlled Documents link from the Iron Ore home page.
  • 104. BHP Billiton Iron Ore SPR-RHS-SAF-005 Rail Health & Safety OS 3.7 STREAM FLOW DETECTOR (SFD) OS 3.7.1 Stream Flow Detector - General Stream Flow Detectors are strategically located in areas of high water flow where it can affect track and structure formations. The Stream Flow Detectors activates when the water level in the twin tank device exceeds a predetermined set level and raises a float switch. This creates a short across the affected track section. OS 3.7.2 Location NML GML 86.4 km 231.0 km 108.0 km 113.0 km 289.1 km 183.0 km 171.5 km 289.9 km 189.0 km 405.5 km OS 3.7.3 Communication There is no alarm received by the train control centre. Trains in the affected section receive a ‘No Code’ on the ATP, or signals revert to stop, if approaching. ISSUE No: 1.0 General Operational Safety ISSUE DATE: 05/02/2009 SPR-RHS-SAF-005 PROCEDURE PAGE 104 OF 137Printed copies of this document are not controlled. To verify the copy is current, check on the controlled documents webviewer by following the “Controlled Documents link from the Iron Ore home page.
  • 105. BHP Billiton Iron Ore SPR-RHS-SAF-005 Rail Health & Safety OS 3.7.4 Indications Train Control  A ‘Track Occupation’ appears on the mimic screen in the affected area.  Any cleared signals will restore to stop. Train  If approaching an affected section, signals (if cleared) will restore to stop, preventing entry into the section.  If the train is already in the affected section, the cab signal present should stop and a ‘No Code’ should be received on the ATP. OS 3.7.5 Procedure Train Control  The driver is to be advised to stop the train immediately, if ‘No Code’ is received in the affected section.  Advise driver of the situation, and keep the driver informed of any further developments.  If the train is outside the affected area, and a ‘Track Occupation’ appears on the Mimic Screen, place electronic protection on both sides to prevent entry into the area.  Endorse the train control diagram include o Location o Action taken  Carry out ‘Track Occupations’ procedures and callout a hi-rail/signal technician to run and/or verify track integrity.  Receive advice from the hi-rail/signal technician as to whether the track is safe for normal operation.  The detector is to be manually reset by the attending signal technician staff, to ensure the ISSUE No: 1.0 General Operational Safety ISSUE DATE: 05/02/2009 SPR-RHS-SAF-005 PROCEDURE PAGE 105 OF 137Printed copies of this document are not controlled. To verify the copy is current, check on the controlled documents webviewer by following the “Controlled Documents link from the Iron Ore home page.
  • 106. BHP Billiton Iron Ore SPR-RHS-SAF-005 Rail Health & Safety site has been attended and the track condition verified. The ‘Track Occupation’ and track short will disappear  If it is safe for normal traffic o Remove electronic protection. o Restore signals  If it is not safe for normal traffic, consult with the track maintenance staff as to the next course of action  If there is a significant delay or a drivers hours may exceed 12 hrs (this includes the affected driver or any other driver affected by the delay), advise the rail transport supervisor to arrange relief/assistance.  Advise appropriate management. Note: It should be noted that during periods of heavy rain, the driver shall advise the train controller of flowing streams. ISSUE No: 1.0 General Operational Safety ISSUE DATE: 05/02/2009 SPR-RHS-SAF-005 PROCEDURE PAGE 106 OF 137Printed copies of this document are not controlled. To verify the copy is current, check on the controlled documents webviewer by following the “Controlled Documents link from the Iron Ore home page.
  • 107. BHP Billiton Iron Ore SPR-RHS-SAF-005 Rail Health & Safety LEVEL CROSSINGS Module 4 ISSUE No: 1.0 General Operational Safety ISSUE DATE: 05/02/2009 SPR-RHS-SAF-005 PROCEDURE PAGE 107 OF 137Printed copies of this document are not controlled. To verify the copy is current, check on the controlled documents webviewer by following the “Controlled Documents link from the Iron Ore home page.
  • 108. BHP Billiton Iron Ore SPR-RHS-SAF-005 Rail Health & Safety OS 4.0 MODULE 4 - LEVEL CROSSINGS OS 4.1 INTRODUCTION OS 4.1.1 Definitions Hand Signaller: A qualified person appointed to use flags, lights and other devices to control traffic and to protect employees, contractors, the public and obstructions. Shall: To be understood as mandatory Should: Is to be understood as non- mandatory ie. Advisory or recommended. Train A qualified person authorised to Controller: control all rail movements and authorise work in the vicinity of track in a designated train control area. OS 4.1.2 National Road/Pedestrian Crossing Requirements In accordance with AS 4292, the following applies in relation to Road/Pedestrian Crossings:  Crossing controls shall be provided at designated level crossings.  The selection of the crossing control for a particular level crossing shall consider the risks to all users of the crossing.  Crossing controls shall comply with AS 1742.7, Manual of uniform traffic control devices, Part 7: Railway crossings.  Crossing controls shall be either— o Passive controls—for example signs, manual gates, mazes or combination thereof; or ISSUE No: 1.0 General Operational Safety ISSUE DATE: 05/02/2009 SPR-RHS-SAF-005 PROCEDURE PAGE 108 OF 137Printed copies of this document are not controlled. To verify the copy is current, check on the controlled documents webviewer by following the “Controlled Documents link from the Iron Ore home page.
  • 109. BHP Billiton Iron Ore SPR-RHS-SAF-005 Rail Health & Safety o Active controls—for example flashing lights, boom gates, pedestrian gates, walk/dont walk signals, audible alarms in conjunction with signs, and mazes if required  Warning of approaching trains shall be provided to those about to cross the railway so that they can either stop prior to the crossing or clear the crossing before the train arrives. This warning shall be achieved either by: o Providing direct viewing of the approaching train at passive controlled crossings; or o Providing a timely warning at active controlled crossings.  Where active controls are used, the warning provided shall clearly indicate to the user when the crossing is not safe to cross. Note: If the warning time could be unduly long (failure and maintenance situations aside), the crossing shall not be closed for a time that is likely to test the patience of the crossing user prior to and following the passage of a train.  When determining the crossing control measures to be applied the possibility of other train(s) occupying the crossing in either direction immediately after a previous train needs to be considered. OS 4.1.3 Purpose of Module The purpose of this module is to give a description of procedures for the operation of level crossings. It includes the following sections  Level crossing signals and signs.  Boom gates and/or flashing lights.  Failure of boom gates and/or flashing lights to operate.  Handsignalling over a level crossing. ISSUE No: 1.0 General Operational Safety ISSUE DATE: 05/02/2009 SPR-RHS-SAF-005 PROCEDURE PAGE 109 OF 137Printed copies of this document are not controlled. To verify the copy is current, check on the controlled documents webviewer by following the “Controlled Documents link from the Iron Ore home page.
  • 110. BHP Billiton Iron Ore SPR-RHS-SAF-005 Rail Health & Safety  Level crossings not fitted with boom gates and/or flashing lights.  Maintenance or repairs to boom gates, flashing lights or pedestrian crossing protection equipment. OS 4.1.4 Level Crossing Protection Categories Railway crossing protection falls into two categories. Passive protection uses signs (stop or give way) to warn motorists about a level crossing. Active protection uses one or more of lights, bells, boom gates or lit signs to warn motorists that a train is approaching a level crossing. ISSUE No: 1.0 General Operational Safety ISSUE DATE: 05/02/2009 SPR-RHS-SAF-005 PROCEDURE PAGE 110 OF 137Printed copies of this document are not controlled. To verify the copy is current, check on the controlled documents webviewer by following the “Controlled Documents link from the Iron Ore home page.
  • 111. BHP Billiton Iron Ore SPR-RHS-SAF-005 Rail Health & Safety OS 4.2 LEVEL CROSSINGS GENERAL OS 4.2.1 General Description The Standard HXP Level crossing uses a monitored length of track on each approach to calculate train speed. This speed then determines when the crossing will start up to give a standard warning time to the public. For example, a slower train will get closer to the crossing than one travelling faster. Note: Track maintenance machines should hold a constant speed when approaching level crossings to prevent inconsistent warning times. OS 4.2.2 Gate Delay The standard delay time for level crossings is 30 seconds. On the Broome and Great Northern Highways; the boom gates are delayed a further 6 seconds to allow road trains more time to clear the level crossing. OS 4.2.3 Approaches The approach is the length of track preceding the crossing used to calculate and monitor train approach speed to the crossing. In a standard HXP crossing, a train should not stand in this area unless in an emergency situation. OS 4.2.4 Signal Controlled Signalled controlled level crossings is when the signalling system interacts with the operation of the level crossing. The M306.9 has the standard 850 metre approach when the Yandi Mine switch is set for the Mac route but is reduced to 500 metre approach ending at YM4 to ISSUE No: 1.0 General Operational Safety ISSUE DATE: 05/02/2009 SPR-RHS-SAF-005 PROCEDURE PAGE 111 OF 137Printed copies of this document are not controlled. To verify the copy is current, check on the controlled documents webviewer by following the “Controlled Documents link from the Iron Ore home page.
  • 112. BHP Billiton Iron Ore SPR-RHS-SAF-005 Rail Health & Safety prevent the crossing from operating when a train goes into Yandi 2. Note: Track maintenance machines are not to be held at YM4 for trains going into Yandi 2 because they will occupy the crossing approach. The 12.6 & 15.2 are on dual track and operate on speed monitoring. If the crossing is operating with one train movement and a second train movement is detected on the other track then the crossing will keep operating until the second movement has cleared the crossing. OS 4.2.5 Key Switch Key Switching is used only on boom gate crossings. A key is to be obtained from train control (for crossings located at the 12.6 and 15.2 km). All other crossings shall have key locked in a box at the crossing location. When in possession of the key and with permission from train control, insert it into a switch located at the level crossing. In the “raise” position the boom gates are held in the vertical position but the crossing lights and bells will continue to function normally. This Key is only to be used in conjunction with a traffic management plan and is returned to train control at the completion of the job or at the end of the shift. A track closure and crossing isolation is required for longer periods. OS 4.2.6 BHPIO Crossing Listing Goldsworthy Mainline 9.6 km HXP Boom Gate Level Xing 10.96 km HXP Boom Gate Level Xing 19.3 km HXP Boom Gate Level Xing ISSUE No: 1.0 General Operational Safety ISSUE DATE: 05/02/2009 SPR-RHS-SAF-005 PROCEDURE PAGE 112 OF 137Printed copies of this document are not controlled. To verify the copy is current, check on the controlled documents webviewer by following the “Controlled Documents link from the Iron Ore home page.
  • 113. BHP Billiton Iron Ore SPR-RHS-SAF-005 Rail Health & Safety 57.3 km HXP Boom Gate Level Xing Newman Mainline 12.6 km HXP Boom Gate Level Xing 15.2 km HXP Boom Gate Level Xing 54.9 km HXP Level Xing 91.3 km HXP Level Xing 114.0 km HXP Boom Gate Level Xing 154.4 km HXP Boom Gate Level Xing 211.6 km HXP Level Xing M281.7 km HXP Level Xing M306.9 km HXP Boom Gate Level Xing 288.5 km HXP Level Xing 386.1 km HXP Level Xing J401.8 km Flashing Lights only J415.8 km HXP Level Xing ISSUE No: 1.0 General Operational Safety ISSUE DATE: 05/02/2009 SPR-RHS-SAF-005 PROCEDURE PAGE 113 OF 137Printed copies of this document are not controlled. To verify the copy is current, check on the controlled documents webviewer by following the “Controlled Documents link from the Iron Ore home page.
  • 114. BHP Billiton Iron Ore SPR-RHS-SAF-005 Rail Health & Safety OS 4.3 LEVEL CROSSING SIGNALS AND SIGNS OS 4.3.1 Level Crossing Sign Location  Placed on approach signals or approach beacons to some level crossings. Purpose  To indicate to drivers and other workers that they are approaching a level crossing fitted with flashing lights and protected by a stop signal. OS 4.3.2 Level Crossing Protection Signals Description  A two aspect colour light signal. Location  At various locations on the BHP Billiton Iron Ore Railroad. Purpose  To provide protection to some level crossings. OS 4.3.3 Indications and Working a) Operation of Level Crossing Signals Signals protecting level crossings are operated by the train controller, or a worker using a manual switch facility. b) Passing Level Crossing Signals at STOP If a train is required to pass a signal protecting a level crossing at STOP, the driver must be issued with a RCS1 form from the train controller. Driver must also follow the instructions outlined in section OS 4.3.4. ISSUE No: 1.0 General Operational Safety ISSUE DATE: 05/02/2009 SPR-RHS-SAF-005 PROCEDURE PAGE 114 OF 137Printed copies of this document are not controlled. To verify the copy is current, check on the controlled documents webviewer by following the “Controlled Documents link from the Iron Ore home page.
  • 115. BHP Billiton Iron Ore SPR-RHS-SAF-005 Rail Health & Safety OS 4.3.4 Passing a Signal at STOP After a driver is authorised to proceed past a signal, which protects a level crossing fitted with boom gates and/or flashing lights Driver  Approach level crossing with caution.  Sound whistle.  Make sure train makes contact with the level crossing track circuit.  Wait until the flashing lights are operating and/or boom gates are horizontal.  Make sure headlight is on full.  Proceed across level crossing. Note: If in dual track territory, the whistle must be sounded continuously across the crossing. ISSUE No: 1.0 General Operational Safety ISSUE DATE: 05/02/2009 SPR-RHS-SAF-005 PROCEDURE PAGE 115 OF 137Printed copies of this document are not controlled. To verify the copy is current, check on the controlled documents webviewer by following the “Controlled Documents link from the Iron Ore home page.
  • 116. BHP Billiton Iron Ore SPR-RHS-SAF-005 Rail Health & Safety OS 4.4 BOOM GATES AND/OR FLASHING LIGHTS OS 4.4.1 Operation of Boom Gates and/or Flashing Lights When level crossings are protected by boom gates and/or flashing lights, the operation of these may be  Controlled automatically from track circuits, or  Controlled automatically by a Predictor.  Operated from the test box or key switch. Note: All level crossing boom gates and flashing lights are fitted with a manual switching facility for operation in emergency situations or for maintenance purposes. OS 4.4.2 Trains Approaching a Level Crossing When a train approaches a level crossing fitted with boom gates and/or flashing lights Driver  Headlight on  Sound whistle  Where possible, check o Lights are flashing o Roadway is clear o Boom gates, if fitted, have lowered to the horizontal position.  If boom gates and/or flashing lights are not operating correctly (see Section OS 4.5 of this module) o Sound whistle continuously o Attempt to stop the train before the level crossing. o Tell train controller and all trains in the vicinity. ISSUE No: 1.0 General Operational Safety ISSUE DATE: 05/02/2009 SPR-RHS-SAF-005 PROCEDURE PAGE 116 OF 137Printed copies of this document are not controlled. To verify the copy is current, check on the controlled documents webviewer by following the “Controlled Documents link from the Iron Ore home page.
  • 117. BHP Billiton Iron Ore SPR-RHS-SAF-005 Rail Health & Safety WARNING: Any damage or malfunction of level crossing protection equipment must be reported to the train controller. Note: Do not make any attempt to manipulate level crossing equipment unless authorised by the train controller and/or the signal engineer. OS 4.4.3 Trains Setting Back over Level Crossings Protected by Boom Gates and/or Flashing Lights When setting back over a level crossing protected by boom gates and/or flashing lights Driver  Have a qualified worker, in radio contact with, or within, clear sight of the driver, proceed in advance of the movement. Qualified Worker  Stop the train on the approach side of the level crossing.  If necessary, manually operate protection equipment.  Wait until the boom gates are horizontal and/or the flashing lights are operating.  Tell driver to proceed across the level crossing. Driver  Sound the whistle.  Proceed cautiously over the level crossing. Note: Trains shall not set back without authority from the train controller. ISSUE No: 1.0 General Operational Safety ISSUE DATE: 05/02/2009 SPR-RHS-SAF-005 PROCEDURE PAGE 117 OF 137Printed copies of this document are not controlled. To verify the copy is current, check on the controlled documents webviewer by following the “Controlled Documents link from the Iron Ore home page.
  • 118. BHP Billiton Iron Ore SPR-RHS-SAF-005 Rail Health & Safety OS 4.4.4 Shunting Sidings Located within the Limits of Track Circuits When it is necessary to shunt sidings located within the limits of track circuits controlling the operation of boom gates and/or flashing lights Driver  Advise the train controller that a shunt will occur at the siding and the boom gates/flashing lights will be activated.  If possible, key operate the boom gates/flashing lights.  Keep shunting time to a minimum to reduce delays for road traffic at the level crossing. Train Controller  Receive advise from the driver that a shunt is to occur.  Be prepared for delays to road traffic at the level crossing. ISSUE No: 1.0 General Operational Safety ISSUE DATE: 05/02/2009 SPR-RHS-SAF-005 PROCEDURE PAGE 118 OF 137Printed copies of this document are not controlled. To verify the copy is current, check on the controlled documents webviewer by following the “Controlled Documents link from the Iron Ore home page.
  • 119. BHP Billiton Iron Ore SPR-RHS-SAF-005 Rail Health & Safety OS 4.5 FAILURE OF BOOM GATES AND/OR FLASHING LIGHTS TO OPERATE OS 4.5.1 Failure of Boom Gates and/or Flashing Lights a) Failure to Operate on Approach of Train When the boom gates and/or flashing lights fail to operate on the approach of a train Driver  Sound whistle continuously.  Make sure headlight is on.  Attempt to stop the train clear of the level crossing on the approach side.  Tell train controller and all other trains in the vicinity.  If the train stops foul of the roadway, the roadway must be cleared as soon as possible. Train Controller  Stop all trains approaching the level crossing including trains on adjacent tracks.  Tell Signal technician.  Organise to manually operate the boom gates/flashing lights. Worker  Obtain a Key to operate the Boom Gates.  Use the key to open the door of the box located on the side of the equipment housing.  Manually operate the boom gates and/or flashing lights. Driver  Wait for boom gates and/or flashing lights to operate.  Allow train to clear the level crossing. ISSUE No: 1.0 General Operational Safety ISSUE DATE: 05/02/2009 SPR-RHS-SAF-005 PROCEDURE PAGE 119 OF 137Printed copies of this document are not controlled. To verify the copy is current, check on the controlled documents webviewer by following the “Controlled Documents link from the Iron Ore home page.
  • 120. BHP Billiton Iron Ore SPR-RHS-SAF-005 Rail Health & Safety  Restore the manually operated equipment to the NORMAL position.  Lock the box. b) Failure to Operate after Manual Operation If after one minute of manual operation the boom gates and/or flashing lights fail to operate WARNING: The authority to STOP road traffic at level crossings, by law, is given to members of the Police Service or to persons who have been accredited in this capacity Driver  Contact the train controller Train Controller  Tell o ESO o Police service o All approaching drivers until fault is rectified  Arrange for o Police or accredited person to protect the level crossing. o Handsignaller/s to be at the level crossing, if required.  Tell Signals Technician Driver  Before proceeding across the level crossing, make sure the level crossing is protected by police or accredited person.  Make sure headlight is on.  Sound whistle. Note: If police or accredited person is not in attendance, the train must not proceed over the crossing until the crossing is protected. ISSUE No: 1.0 General Operational Safety ISSUE DATE: 05/02/2009 SPR-RHS-SAF-005 PROCEDURE PAGE 120 OF 137Printed copies of this document are not controlled. To verify the copy is current, check on the controlled documents webviewer by following the “Controlled Documents link from the Iron Ore home page.
  • 121. BHP Billiton Iron Ore SPR-RHS-SAF-005 Rail Health & Safety Note: The failure of level crossing protection equipment to operate on the approach of a train, and/or when manually operated, is a wrong side signal failure. In all cases the Signals Engineer must be told immediately. The Signals Engineer will advise on the integrity of the signalling system to enable appropriate arrangements to be made for the safe running of trains. ISSUE No: 1.0 General Operational Safety ISSUE DATE: 05/02/2009 SPR-RHS-SAF-005 PROCEDURE PAGE 121 OF 137Printed copies of this document are not controlled. To verify the copy is current, check on the controlled documents webviewer by following the “Controlled Documents link from the Iron Ore home page.
  • 122. BHP Billiton Iron Ore SPR-RHS-SAF-005 Rail Health & Safety OS 4.6 HANDSIGNALLING AT A LEVEL CROSSING OS 4.6.1 Handsignaller’s Duty at a Level Crossing When a worker is required to carry out handsignalling duties at a level crossing fitted with boom gates and/or flashing lights WARNING: Handsignaller/s do not direct road traffic Handsignaller  Make sure o Communication equipment supplied is capable of contacting the train controller and drivers and is operating correctly. o High visibility clothing is worn. o Red flags and red lights are available to stop rail traffic. o White flags and white lights are available to signal rail traffic.  Do not stand directly in the path of road traffic when displaying a STOP signal to rail traffic.  When the crossing is protected by police or accredited person o Signal rail traffic over the level crossing. OS 4.6.2 Handsignalling at a Level Crossing – Boom Gates and/or Flashing Lights Failed in the Operating Position When boom gates fail in the lowered position, or flashing lights continue to operate Train Controller  Tell all drivers who will approach the level crossing before handsignaller/s are in place to take special caution and be prepared to stop on the approach side of the level crossing.  Advise local Police Service. ISSUE No: 1.0 General Operational Safety ISSUE DATE: 05/02/2009 SPR-RHS-SAF-005 PROCEDURE PAGE 122 OF 137Printed copies of this document are not controlled. To verify the copy is current, check on the controlled documents webviewer by following the “Controlled Documents link from the Iron Ore home page.
  • 123. BHP Billiton Iron Ore SPR-RHS-SAF-005 Rail Health & Safety  Arrange for handsignaller/s to be sent to the level crossing.  Arrange to supply handsignaller/s with radios if possible, to allow contact with train controller and drivers.  Tell handsignaller/s approximate time of arrival of trains at the level crossing.  Make sure drivers approaching level crossing are aware handsignaller/s are at the level crossing.  Make sure handsignaller/s are aware drivers have been told. Handsignaller/s  Contact train controller to obtain authority to commence handsignalling.  Allow road traffic to proceed over the level crossing by raising the boom gates. WARNING: Do not direct road traffic unless qualified Driver  Alert handsignaller/s by radio or by sounding the whistle when the train is approaching the level crossing.  Be prepared to stop clear of level crossing on the approach side.  Shall not cross level crossing unless signalled by handsignaller.  If no handsignaller/s are present at the crossing o Approach the crossing with caution. o Be prepared to stop before the crossing. o Proceed over the crossing when it is safe to do so. ISSUE No: 1.0 General Operational Safety ISSUE DATE: 05/02/2009 SPR-RHS-SAF-005 PROCEDURE PAGE 123 OF 137Printed copies of this document are not controlled. To verify the copy is current, check on the controlled documents webviewer by following the “Controlled Documents link from the Iron Ore home page.
  • 124. BHP Billiton Iron Ore SPR-RHS-SAF-005 Rail Health & Safety Handsignaller/s  Wait until alerted by driver.  Stop traffic clear of the level crossing by lowering boom gates.  If boom gate are not fitted, wait o Until the crossing is clear of road traffic, or o Until the road traffic has stopped.  Signal train across level crossing when it is safe to do so. Driver  Sound whistle.  Make sure headlight is on.  Proceed cautiously across the level crossing when signalled by the handsignaller. Handsignaller/s  When the train is clear, allow road traffic to proceed over the level crossing by raising the boom gates. OS 4.6.3 Handsignalling at a Level Crossing – Where Manual Operation of Boom Gates and/or Flashing Lights is Required When track circuiting fails to operate the boom gates and/or flashing lights, and it is necessary to run trains over a level crossing which can be worked by manual operation Train Controller  Arrange for handsignaller/s to be placed at the affected crossing.  Arrange to supply handsignaller/s with radios, if possible, to allow contact with train controller and drivers.  Tell handsignaller/s approximate arrival times of trains at the level crossing. ISSUE No: 1.0 General Operational Safety ISSUE DATE: 05/02/2009 SPR-RHS-SAF-005 PROCEDURE PAGE 124 OF 137Printed copies of this document are not controlled. To verify the copy is current, check on the controlled documents webviewer by following the “Controlled Documents link from the Iron Ore home page.
  • 125. BHP Billiton Iron Ore SPR-RHS-SAF-005 Rail Health & Safety  Make sure drivers approaching level crossing are aware handsignaller/s are at the level crossing. Driver  Alert handsignaller/s by radio or by sounding whistle when the train is approaching the level crossing.  Be prepared to stop on the approach side of the level crossing.  Do not cross level crossing unless signalled by handsignaller/s. Handsignaller/s  Use a key to open the door of the box located on the side of the equipment housing.  Manually operate the boom gates and/or flashing lights.  Wait for boom gates and/or flashing lights to operate.  Signal the train over the crossing. Driver  Sound whistle.  Make sure headlight is on  Proceed cautiously across level crossing when signalled. Handsignaller/s  Allow train to clear the level crossing.  Restore the manually operated equipment to the NORMAL position.  Lock the box. ISSUE No: 1.0 General Operational Safety ISSUE DATE: 05/02/2009 SPR-RHS-SAF-005 PROCEDURE PAGE 125 OF 137Printed copies of this document are not controlled. To verify the copy is current, check on the controlled documents webviewer by following the “Controlled Documents link from the Iron Ore home page.
  • 126. BHP Billiton Iron Ore SPR-RHS-SAF-005 Rail Health & Safety OS 4.6.4 Handsignalling at a Level Crossing – Boom Gates and/or Flashing Lights have Totally Failed When boom gates and/or flashing lights have totally failed and cannot be manually operated Train Controller  Arrange for Handsignaller/s to be placed at the affected level crossing.  Arrange to supply Handsignaller/s with radios, if possible, to allow contact with train controller and drivers.  Tell Handsignaller/s approximate time of arrival of trains at the level crossing.  Make sure drivers approaching level crossing are aware Handsignaller/s are controlling the level crossing. Driver  Alert Handsignaller/s by radio or by sounding the whistle when the train is approaching the level crossing.  Stop clear of the level crossing on the approach side.  Do not cross level crossing until signalled by handsignaller. Handsignaller/s  Contact the train controller to obtain authority to commence handsignalling.  Take up a position at the level crossing.  When the crossing is protected by police or accredited person o Signal rail traffic over the level crossing. ISSUE No: 1.0 General Operational Safety ISSUE DATE: 05/02/2009 SPR-RHS-SAF-005 PROCEDURE PAGE 126 OF 137Printed copies of this document are not controlled. To verify the copy is current, check on the controlled documents webviewer by following the “Controlled Documents link from the Iron Ore home page.
  • 127. BHP Billiton Iron Ore SPR-RHS-SAF-005 Rail Health & Safety Driver  Sound whistle.  Make sure headlight is on.  Proceed cautiously across level crossing. Note: If police or accredited person is not in attendance, the train must not proceed over the crossing until the crossing is protected. Note: A member of the driver may be used as a handsignaller, if available. ISSUE No: 1.0 General Operational Safety ISSUE DATE: 05/02/2009 SPR-RHS-SAF-005 PROCEDURE PAGE 127 OF 137Printed copies of this document are not controlled. To verify the copy is current, check on the controlled documents webviewer by following the “Controlled Documents link from the Iron Ore home page.
  • 128. BHP Billiton Iron Ore SPR-RHS-SAF-005 Rail Health & Safety OS 4.7 LEVEL CROSSINGS NOT FITTED WITH BOOM GATES AND/OR FLASHING LIGHTS OS 4.7.1 Level Crossings Not Fitted with Boom Gates and/or Flashing Lights When approaching a level crossing not fitted with boom gates and/or flashing lights Driver  Make sure the headlight is on full beam.  Sound whistle OS 4.7.2 Trains Setting Back Over Level Crossings Not Fitted with Boom Gates and/or Flashing Lights When setting back over a level crossing NOT fitted with boom gates and/or flashing lights Driver  Have a qualified worker in radio contact with, or within clear sight of the driver, proceed in advance of the movement.  Have train under control and be prepared to stop short. Qualified Worker  Stop the train on the approach side of the level crossing (if necessary)  Make sure road walkways are clear.  Make sure road traffic has stopped before signalling the train over the level crossing.  Remain at the level crossing until locomotive/trains has occupied the level crossing. Driver  Sound the whistle  Proceed cautiously over the level crossing when safe to do so. Note: Trains shall not set back without authority from the train controller. ISSUE No: 1.0 General Operational Safety ISSUE DATE: 05/02/2009 SPR-RHS-SAF-005 PROCEDURE PAGE 128 OF 137Printed copies of this document are not controlled. To verify the copy is current, check on the controlled documents webviewer by following the “Controlled Documents link from the Iron Ore home page.
  • 129. BHP Billiton Iron Ore SPR-RHS-SAF-005 Rail Health & Safety OS 4.7.3 Maintenance Repairs or Alterations to Road Signage or where Road Signage has been Damaged/Removed and is no Longer Effective When it is necessary to carry out maintenance repairs or alterations to road signage, or where road signage has been damaged/removed and is no longer effective Worker  Tell the train controller if the road signage is no longer effective. Train Controller  Tell o ESO o Police service o Driver of trains approaching the affected level crossing.  Arrange for o Protection of the level crossing by police or accredited person. o Handsignaller/s to be at the level crossing. Driver  If no Handsignallers at level crossing o Reduce speed approaching level crossing. o Ensure the crossing is protected by police or accredited person. o Sound whistle. o Make sure headlight is on. o Proceed over crossing be prepared to stop short of any obstruction.  If Handsignallers are at the crossing o proceed when signalled by the handsignaller. Handsignallers  When the crossing is protected by police or accredited person o Signal rail traffic over the level crossing. ISSUE No: 1.0 General Operational Safety ISSUE DATE: 05/02/2009 SPR-RHS-SAF-005 PROCEDURE PAGE 129 OF 137Printed copies of this document are not controlled. To verify the copy is current, check on the controlled documents webviewer by following the “Controlled Documents link from the Iron Ore home page.
  • 130. BHP Billiton Iron Ore SPR-RHS-SAF-005 Rail Health & Safety OS 4.8 MAINTENANCE, ALTERATION OR REPAIRS TO BOOM GATES, FLASHING LIGHTS OR PEDESTRIAN CROSSING PROTECTION EQUIPMENT When it is necessary to disrupt the normal operation of level crossing or pedestrian crossing protection equipment for maintenance, alterations or repairs Signal Maintenance/Repair Worker  Tell train controller the details of the work to be carried out.  Follow the traffic management plan. Train Controller  Carry out the required procedures to protect road/rail traffic.  Issue authority to commence work. Signal Maintenance/Repair Worker  Obtain authority from the train controller to commence work.  Tell the train controller when work is completed. Note: If due to damage or maintenance, booms and/or flashing lights on one side of a level crossing are not operational, the crossing must be protected by police or accredited person. Handsignaller/s may be sent to signal rail traffic over the crossing. ISSUE No: 1.0 General Operational Safety ISSUE DATE: 05/02/2009 SPR-RHS-SAF-005 PROCEDURE PAGE 130 OF 137Printed copies of this document are not controlled. To verify the copy is current, check on the controlled documents webviewer by following the “Controlled Documents link from the Iron Ore home page.
  • 131. BHP Billiton Iron Ore SPR-RHS-SAF-005 Rail Health & Safety OS 4.9 OPERATION OF TRAINS AND ON TRACK VEHICLES WHEN LEVEL CROSSING PROTECTION IS DISABLED When level crossing protection is disabled the level crossing flashing lights and/or boom arms will not operate when track circuits are occupied and must be manually operated by a handsignaller at the level crossing equipment box. Handsignaller:  Report to train controller on arrival at level crossing giving name and contact details.  Key operate level crossing protection equipment and signal trains to proceed once level crossing equipment is operating (In accordance with section OS 4.6.3 of this manual).  Do not leave site without permission from train controller. Train Controller  Record on track protection checklist or track authority form particulars of level crossings disabled, include name and contact details of handsignaller.  Include in handover particulars of any level crossing equipment that is disabled.  Advise handsignaller of estimated time of arrival (ETA) of approaching trains.  Issue Form RCS1 to trains to pass signals at stop and proceed over level crossing.  Advise driver location of level crossings which are disabled and to proceed across only when level crossing equipment is operating and when signalled across level crossing by handsignaller. Handsignaller  Incoming hand signaller to advise train controller on taking over hand signalling duties giving name and contact details Not to leave site without permission of train controller. ISSUE No: 1.0 General Operational Safety ISSUE DATE: 05/02/2009 SPR-RHS-SAF-005 PROCEDURE PAGE 131 OF 137Printed copies of this document are not controlled. To verify the copy is current, check on the controlled documents webviewer by following the “Controlled Documents link from the Iron Ore home page.
  • 132. BHP Billiton Iron Ore SPR-RHS-SAF-005 Rail Health & Safety OS 4.10 HALF BOOM GATE PROTECTED LEVEL CROSSINGS OS 4.10.1 Purpose This procedure outlines the process for manual operation of half boom gate protected level crossings installed on the BHP Billiton Iron Ore Railroad Network. OS 4.10.2 Scope This procedure shall apply for all authorised personnel required to disable the half boom gate at a level crossing in order to carry out their duties that would cause the crossing to operate. OS 4.10.3 Key Locations 12.6 km NML and 15.2 km NML level crossings 6PG train control shall control the issue of the manual operation key for boom gate for the 12.6 km and 15.2 km level crossings on Newman Mainline within the Hedland area. Authorised person requiring the boom gate manual operation key  Attend train control centre (6PG) and request key.  Sign key issue register. Note: The 12.6km and 15.2km boom gate level crossing key switch is located in the local control panel. Newman mainline locations other than 12.6km and 15.2km  114.0km,  154.0km  M 306.9km ISSUE No: 1.0 General Operational Safety ISSUE DATE: 05/02/2009 SPR-RHS-SAF-005 PROCEDURE PAGE 132 OF 137Printed copies of this document are not controlled. To verify the copy is current, check on the controlled documents webviewer by following the “Controlled Documents link from the Iron Ore home page.
  • 133. BHP Billiton Iron Ore SPR-RHS-SAF-005 Rail Health & Safety Goldsworthy mainline locations  9.6km  11.0km  19.0km  57.0km The manual operation key for all boom gate protected level crossings, except for the 12.6km NML and 15.2km NML, shall be locked in a box attached to the crossing location. Note: The key box will raise an alarm for the crossing on the train controller’s panel when opened. OS 4.10.4 Manual Operation of Half Boom Gate Operated Level Crossings The authorised person in charge of the manual operation key shall contact the relevant train controller for their work area to obtain permission to commence work and take local control or manual control of the boom gate level crossing being affected by the work. When permission has been granted open the local panel or box containing the manual operation switch (locked with a railroad “B” key). Opening the manual operation box will send a “boom gate alarm” to train control. Insert the manual operation key and turn to the “RAISE” position (the switches in the local panels are of a type which requires the switch to be unlocked, then the switch to be turned). The boom gate mechanisms will now be held in the raised position for the duration of the work regardless of the condition of the track circuit. Note: The bells and lights at the crossing will operate when the track circuit is interrupted except at the 12.6 and 15.2 crossings where the bells and lights will operate as soon as the switch is in “RAISE”. ISSUE No: 1.0 General Operational Safety ISSUE DATE: 05/02/2009 SPR-RHS-SAF-005 PROCEDURE PAGE 133 OF 137Printed copies of this document are not controlled. To verify the copy is current, check on the controlled documents webviewer by following the “Controlled Documents link from the Iron Ore home page.
  • 134. BHP Billiton Iron Ore SPR-RHS-SAF-005 Rail Health & Safety The person-in-charge of the work shall appoint a authorised person as a handsignaller for the crossing. The handsignaller shall be in attendance at all times while the crossing is in manual operation. The handsignaller shall be responsible for the safe passage of all road and rail traffic until relieved or the crossing is restored to automatic operation. The handsignaller shall as required and directed by either the train controller or the person in charge of the work group switch the key to the “LOWER” position for any rail traffic movements. The operation of the switch to “LOWER” will allow the boom gates to drop to the horizontal position to stop road traffic. The person-in-charge of the work shall on completion of the work, return to the crossing and together with the handsignaller restore the crossing to automatic operation by returning the key switch to the “AUTO” position. Note: Before returning the key switch to “AUTO” ensure that the roadway is clear of traffic as the boom gates may descend and then raise to the normal position. The person-in-charge shall remove the key from the manual key switch, lock the key switch box or local panel and confirm with the train controller the indications for the crossing are all normal before leaving site. Should the crossing not indicate normal after being locked up the person-in-charge shall remain on site at the crossing and protect all traffic movements until a signal technician or responsible BHPBIO signals officer attends. ISSUE No: 1.0 General Operational Safety ISSUE DATE: 05/02/2009 SPR-RHS-SAF-005 PROCEDURE PAGE 134 OF 137Printed copies of this document are not controlled. To verify the copy is current, check on the controlled documents webviewer by following the “Controlled Documents link from the Iron Ore home page.
  • 135. BHP Billiton Iron Ore SPR-RHS-SAF-005 Rail Health & Safety OS 6.0 REFERENCES AS 4292.5 – 2006 Part 5 Operation Systems. Code of Practice for the Defined Interstate Rail Network Volume 3 - Operations and Safeworking January 2003 Glossary for the National Codes of Practice and Dictionary of Railway Terminology ISSUE No: 1.0 General Operational Safety ISSUE DATE: 05/02/2009 SPR-RHS-SAF-005 PROCEDURE PAGE 135 OF 137Printed copies of this document are not controlled. To verify the copy is current, check on the controlled documents webviewer by following the “Controlled Documents link from the Iron Ore home page.
  • 136. BHP Billiton Iron Ore SPR-RHS-SAF-005 Rail Health & Safety Notes ISSUE No: 1.0 General Operational Safety ISSUE DATE: 05/02/2009 SPR-RHS-SAF-005 PROCEDURE PAGE 136 OF 137Printed copies of this document are not controlled. To verify the copy is current, check on the controlled documents webviewer by following the “Controlled Documents link from the Iron Ore home page.
  • 137. BHP Billiton Iron Ore SPR-RHS-SAF-005 Rail Health & Safety Notes ISSUE No: 1.0 General Operational Safety ISSUE DATE: 05/02/2009 SPR-RHS-SAF-005 PROCEDURE PAGE 137 OF 137Printed copies of this document are not controlled. To verify the copy is current, check on the controlled documents webviewer by following the “Controlled Documents link from the Iron Ore home page.