|
Section:
|
 | Loading… |
| 16 | Alumina Junction - Calcine |
| 36 | Amery - Kalannie |
| 31 | Avon Yard - Albany |
| 34 | Avon Yard - Mclevie , Maya - Mullewa |
| 901 | Avon Yard- Midland (Up Main) |
| 71 | Brunswick Junction - Premier |
| 81 | Brunswick North - Brunswick East |
| 37 | Burakin - Beacon |
| 8 | Ccockburn North - Cockburn South |
| 900 | Cockburn - Midland (Down Main) |
| 7 | Cockburn East - Cockburn South |
| 94 | Dongara - Eneabba |
| 9 | Forrestfield - Kewdale |
| 91 | Geraldton - Mullewa |
| 35 | Goomalling - Wyalkatchem, Trayning - Merredin |
| 52 | Kalgoorlie - Leonora |
| 53 | Kambalda - Redmine |
| 63 | Katanning - Nyabing |
| 18 | Kwinana - Alcoa |
| 19 | Kwinana - CBH |
| 13 | Kwinana - Mundijong |
| 62 | Lake Grace - Hyden |
| 1 | Midland - Kalgoorlie |
| 6 | Midland - Kwinana (Up Main) |
| 3 | Millendon Junction - Narngulu |
| 92 | Mullewa - Pindar |
| 2 | Mundijong Junction - Bunbury |
| 59 | Narrogin - Merridin (via Corrigin) |
| 75 | Picton Junction - Lambert |
| 80 | Picton Junction - Piction East |
| 79 | Picton Junction - WACAP (via Harbour Junction) |
| 15 | Pinjara - Alumina Junction |
| 17 | Pinjara South - Pinjara East |
| 65 | Redmond - Mirambeena |
| 11 | Robb Jetty - Cockburn North |
| 64 | Tambellup - Gnowangerup |
| 90 | Tilley Junction - Karara |
| 4 | Toodyay West - Miling |
| 27 | Wagerup North - Refinery |
| 28 | Wagerup South - Wagerup East |
| 61 | Wagin - Newdegate |
| 51 | West Kalgoorlie - Esperance |
| 50 | West Kalgoorlie West - West Kalgoorlie South |
| 5 | Woodbridge West - Woodbridge South |
| 82 | Worlsey - Hamilton |
| 83 | Worsley East - Worsley North |
| 38 | Wyalkatchem - Mukinbudin |
| 60 | Yilliminning - Kulin , Kondinin - Merredin |
| 33 | York - Quairading |
|
|
Name From:
|
| Loading… |
| AMERY | 0.000 |
| EJANDING | 17.000 |
| MANMANNING | 38.000 |
| CADOUX | 48.000 |
| KIRWAN | 70.000 |
| BURAKIN | 78.000 |
| KALANNIE | 98.000 |
| AVON YARD | 0.000 |
| EAST NORTHAM | 6.000 |
| FRENCHES | 19.000 |
| JENNACUBBINE | 36.000 |
| GOOMALLING | 55.000 |
| KONNONGORRING | 88.000 |
| WONGAN HILLS | 110.000 |
| KONDUT | 137.000 |
| BALLIDU | 150.000 |
| PITHARA | 177.000 |
| DALWALLINU | 191.000 |
| MCLEVIE | 193.000 |
| WUBIN | 210.000 |
| BUNTINE | 225.000 |
| MAYA | 238.000 |
| LATHAM | 253.500 |
| BUNJIL | 268.000 |
| PERENJORI | 294.000 |
| BOWGADA | 311.000 |
| MORAWA | 333.000 |
| TILLEY | 335.000 |
| BELL | 340.000 |
| GUTHA | 359.750 |
| CANNA | 372.000 |
| LEDA | 377.000 |
| DEAN | 404.000 |
| MONGER | 424.000 |
| MULLEWA | 429.000 |
| BURAKIN | 0.000 |
| KULJA | 12.000 |
| MOLLERIN | 38.000 |
| CLEARY | 49.000 |
| BEACON | 71.000 |
| GOOMALLING | 0.000 |
| DOWERIN | 24.000 |
| AMERY | 34.000 |
| MINNIVALE | 44.000 |
| WYALKATCHEM | 66.000 |
| TRAYNING | 110.000 |
| KUNUNOPPIN | 122.000 |
| NUNGARIN | 142.000 |
| NUKARNI | 160.000 |
| WEST MERREDIN | 183.000 |
| WYALKATCHEM | 0.000 |
| COWCOWING | 25.000 |
| KOORDA | 45.000 |
| GABBIN | 66.000 |
| BENCUBBIN | 84.000 |
| WELBUNGIN | 97.000 |
| MUKINBUDIN | 121.000 |
| MIDLAND | 14.800 |
| MILLENDON JUNCTION | 27.700 |
| JUMPERKINE | 40.400 |
| MOONDYNE | 61.700 |
| TOODYAY WEST | 89.000 |
| TOODYAY | 93.000 |
| AVON YARD | 115.000 |
| MIDLAND | 0.000 |
| WOODBRIDGE SOUTH | 1.000 |
| FORRESTFIELD | 8.000 |
| KENWICK JUNCTION | 14.000 |
| CANNING VALE | 23.000 |
| COCKBURN EAST | 35.000 |
| COCKBURN SOUTH | 36.000 |
| KWINANA | 48.000 |
| KEWDALE | 5.000 |
| FORRESTFIELD | 6.000 |
| FORRESTFIELD TERMINAL | 6.000 |
| MIDLAND | 14.800 |
| MILLENDON JUNCTION | 27.700 |
| JUMPERKINE | 40.400 |
| MOONDYNE | 61.700 |
| TOODYAY WEST | 89.000 |
| TOODYAY | 93.000 |
| AVON YARD | 115.000 |
| NORTHAM | 120.000 |
| SEABROOK | 123.000 |
| GRASS VALLEY | 132.000 |
| MECKERING | 153.000 |
| CUNDERDIN | 178.000 |
| TAMMIN | 201.000 |
| BUNGULLA | 214.000 |
| KELLERBERRIN | 228.000 |
| DOODLAKINE | 244.000 |
| HINES HILL | 264.000 |
| WEST MERREDIN | 282.000 |
| MERREDIN | 284.000 |
| BOORAAN | 296.000 |
| BURRACOPPIN | 312.000 |
| CARRABIN | 330.000 |
| BODALLIN | 354.000 |
| MOORINE ROCK | 377.000 |
| SOUTHERN CROSS | 403.000 |
| LAKE JULIA | 427.000 |
| KOOLYANOBBING | 455.000 |
| KOOLYANOBBING EAST | 458.000 |
| BECKWITH | 470.000 |
| DARRINE | 491.000 |
| JAURDI | 525.000 |
| MT WALTON | 533.810 |
| WALLAROO | 562.000 |
| STEWART | 587.000 |
| BONNIE VALE | 622.000 |
| BINDULI | 648.000 |
| WEST KALGOORLIE | 650.000 |
| KALGOORLIE | 655.000 |
| MIDLAND | 0.000 |
| MIDLAND-KWINANA-FREMANTLE LINE | 0.000 |
| WOODBRIDGE SOUTH | 1.000 |
| FORRESTFIELD | 8.000 |
| KENWICK JUNCTION | 14.000 |
| CANNING VALE | 23.000 |
| COCKBURN | 35.000 |
| COCKBURN EAST | 35.000 |
| COCKBURN SOUTH | 36.000 |
| KWINANA | 48.000 |
| KALGOORLIE | 0.000 |
| BROAD ARROW | 35.000 |
| SCOTIA | 66.000 |
| GOONGARRIE | 88.000 |
| DONEY | 114.000 |
| MENZIES | 130.000 |
| MYAMIN | 159.000 |
| KOOKYNIE | 196.000 |
| MELITA | 210.000 |
| MALCOLM | 236.000 |
| LEONORA | 259.000 |
| KAMBALDA | 0.000 |
| REDMINE | 7.000 |
| WEST KALGOORLIE | 0.000 |
| ESPERANCE LINE | 0.000 |
| HAMPTON BALLAST SIDING | 14.000 |
| HAMPTON | 16.000 |
| HANNAN | 34.000 |
| KAMBALDA | 54.000 |
| LEFROY | 86.000 |
| HIGGINSVILLE | 127.000 |
| PIONEER | 155.000 |
| COWAN | 180.000 |
| NORSEMAN | 183.000 |
| DANIELL | 231.000 |
| BEETE | 246.000 |
| SALMON GUMS | 281.000 |
| GRASS PATCH | 308.000 |
| SCADDAN | 335.000 |
| FLEMING | 347.000 |
| GIBSON | 366.000 |
| ESPERANCE | 383.000 |
| ESPERANCE WHARF PORTMAN ORE | 384.000 |
| AVON YARD | 1.000 |
| SPRING HILL | 11.000 |
| YORK | 41.000 |
| BEVERLEY | 74.000 |
| MOUNT KOKEBY | 87.000 |
| BROOKTON | 105.000 |
| PINGELLY | 125.000 |
| POPANYINNING | 142.000 |
| YORNANING | 152.000 |
| CUBALLING | 162.000 |
| NARROGIN | 176.000 |
| WAGIN | 226.000 |
| WOODANILLING | 257.000 |
| KATANNING | 278.000 |
| BROOMEHILL | 297.000 |
| TAMBELLUP | 322.000 |
| CRANBROOK | 357.000 |
| KENDENUP | 381.000 |
| NARRIKUP | 419.000 |
| REDMOND | 439.000 |
| ELLEKER | 447.000 |
| ALBANY | 463.000 |
| KATANNING | 0.000 |
| BADGEBUP | 61.000 |
| NYABING | 63.000 |
| LAKE GRACE | 0.000 |
| KUENDER | 19.000 |
| PINGARING | 44.000 |
| KARLGARIN | 78.000 |
| HYDEN | 94.000 |
| NARROGIN | 0.000 |
| BOUNDAIN | 15.000 |
| YILLIMINNING | 23.000 |
| WICKEPIN | 43.000 |
| YEALERING | 68.000 |
| BULLARING | 84.000 |
| CORRIGIN | 108.000 |
| AINSWORTH | 130.000 |
| ARDATH | 149.000 |
| BRUCE ROCK | 168.000 |
| KORBELKA | 189.000 |
| WEST MERREDIN | 216.000 |
| REDMOND | 0.000 |
| MIRAMBEENA | 2.000 |
| TAMBELLUP | 0.000 |
| GNOWANGERUP | 38.000 |
| WAGIN | 0.000 |
| BALLAYING | 22.000 |
| DUMBLEYUNG | 40.000 |
| MOULYINNING | 62.000 |
| KUKERIN | 79.000 |
| TARIN ROCK | 97.000 |
| LAKE GRACE | 119.000 |
| BUNICHE | 157.000 |
| NEWDEGATE | 182.000 |
| YILLIMINNING | 0.000 |
| NOMANS LAKE | 14.000 |
| TINCURRIN | 40.000 |
| DUDININ | 59.000 |
| JITARNING | 74.000 |
| KULIN | 95.000 |
| KONDININ | 118.000 |
| BENDERING | 130.000 |
| SOUTH KUMMININ | 153.000 |
| NAREMBEEN | 169.000 |
| WOGARL | 191.000 |
| MUNTADGIN | 208.000 |
| KOONADGIN | 228.000 |
| WEST MERREDIN | 260.000 |
| YORK | 0.000 |
| GREENHILLS | 23.000 |
| MAWSON | 47.000 |
| QUAIRADING | 74.000 |
| COCKBURN NORTH | 31.400 |
| COCKBURN SOUTH | 33.000 |
| COCKBURN EAST | 31.000 |
| COCKBURN NORTH | 32.300 |
| ESPLANADE | 22.000 |
| ROBB JETTY | 26.000 |
| SPEARWOOD | 28.000 |
| COCKBURN NORTH | 31.000 |
| WOODBRIDGE WEST | 0.120 |
| WOODBRIDGE SOUTH | 1.210 |
| GERALDTON | 0.000 |
| CBH-GERALDTON | 0.763 |
| WESTERN MINING/AMC (WHARF)-GER | 0.764 |
| NARNGULU (SYN RUTILE) | 0.765 |
| MERU (NRN MINERALS) | 0.766 |
| NARNGULU YARD | 13.000 |
| NARNGULU | 13.000 |
| NARNGULU EAST | 16.000 |
| GRANTS | 24.000 |
| NORTHERN GULLY | 41.000 |
| ERADU | 56.000 |
| NOLA | 73.000 |
| TENINDEWA | 92.000 |
| RUVIDINI | 104.000 |
| MULLEWA | 107.000 |
| MULLEWA | 0.000 |
| PINDAR | 30.000 |
| TILLEY TO KARARA RAILWAY | 0.000 |
| ANSTEEL | 22.000 |
| GINDALBIE | 54.000 |
| KARARA | 72.000 |
| DONGARA | 0.000 |
| ARROWSMITH | 42.000 |
| ENEABBA | 79.700 |
| ENEABBA - AMC NORTH | 88.000 |
| SOUTH MINE | 94.300 |
| MILLENDON JUNCTION | 0.000 |
| MILLENDON | 2.000 |
| MUCHEA | 26.300 |
| CHANDALA | 31.000 |
| MOOLIABEENIE | 66.000 |
| MOGUMBER | 99.500 |
| MOORA | 143.200 |
| CAIRN HILL | 160.500 |
| COOMBERDALE | 165.800 |
| WATHEROO | 184.700 |
| MARCHAGEE | 213.900 |
| COOROW | 234.500 |
| CARNAMAH | 262.300 |
| THREE SPRINGS | 283.700 |
| ARRINO | 302.200 |
| YANDANOOKA | 319.000 |
| MINGENEW | 338.000 |
| STRAWBERRY | 363.000 |
| IRWIN | 376.000 |
| DONGARA | 394.000 |
| BOOKARA | 419.000 |
| WALKAWAY | 432.900 |
| NARNGULU | 452.000 |
| TOODYAY WEST | 0.000 |
| COONDLE | 9.000 |
| BOLGART | 38.000 |
| CALINGIRI | 61.000 |
| YERECOIN | 82.000 |
| PIAWANING | 91.000 |
| BINDI BINDI | 115.000 |
| MILING | 135.000 |
| ALUMINA JUNCTION | 0.000 |
| CALCINE | 5.000 |
| BRUNSWICK JUNCTION | 0.000 |
| BRUNSWICK EAST | 1.653 |
| BEELA | 11.000 |
| WORSLEY | 23.000 |
| WORSLEY EAST | 24.000 |
| COLLIE | 40.000 |
| EAST COLLIE JUNCTION | 41.000 |
| EWINGTON JUNCTION | 51.000 |
| EWINGTON MINE | 52.000 |
| PREMIER MINE | 53.000 |
| BRUNSWICK NORTH | 0.000 |
| BRUNSWICK EAST | 2.000 |
| KWINANA | 0.000 |
| KWINANA QAI | 3.000 |
| KWINANA ALCOA | 3.718 |
| KWINANA ALCOA | 4.314 |
| KWINANA QAC | 5.254 |
| KWINANA KBT | 0.000 |
| KWINANA QAA | 1.000 |
| KWINANA | 1.000 |
| KWINANA CSBP - SODIUM CYANIDE | 3.000 |
| CSBP ANHYDROUS AMONIA | 3.000 |
| KWINANA WMC S G | 4.000 |
| KWINANA CBH | 8.000 |
| KWINANA | 0.000 |
| WELLARD | 12.000 |
| MUNDIJONG JUNCTION | 26.000 |
| MUNDIJONG JUNCTION | 43.000 |
| MUNDIJONG | 45.000 |
| SERPENTINE | 53.000 |
| KEYSBROOK | 61.000 |
| NORTH DANDALUP | 70.000 |
| DANDALUP | 75.000 |
| PINJARRA | 86.000 |
| PINJARRA SOUTH | 87.000 |
| COOLUP | 98.500 |
| WAROONA | 111.000 |
| WAGERUP | 117.000 |
| YARLOOP | 123.000 |
| COOKERNUP | 128.000 |
| WARAWARRUP | 135.500 |
| HARVEY | 138.000 |
| BENGER | 149.000 |
| BRUNSWICK NORTH | 157.000 |
| BRUNSWICK JUNCTION | 158.000 |
| BRUNSWICK SOUTH | 159.000 |
| BUREKUP | 166.000 |
| PICTON (YARD WEST) | 170.000 |
| PICTON | 175.000 |
| PICTON (YARD EAST) | 176.000 |
| PICTON (CONTAINER) | 177.000 |
| BUNBURY TERMINAL | 180.000 |
| PICTON | 0.000 |
| PICTON JUNCTION SOUTH | 3.000 |
| BOYANUP | 18.000 |
| DONNYBROOK | 34.000 |
| KIRUP | 53.000 |
| GREENBUSHES | 78.000 |
| BRIDGETOWN | 102.000 |
| YORNUP | 116.000 |
| MANJIMUP | 138.000 |
| LAMBERT | 149.000 |
| PICTON | 0.000 |
| PICTON (YARD EAST) | 3.000 |
| PICTON | 0.000 |
| PICTON (YARD EAST) | 4.000 |
| BUNBURY WORSLEY | 5.000 |
| BUNBURY ALCOA | 6.000 |
| BUNBURY INNER JUNCTION | 8.000 |
| PINJARRA | 0.000 |
| PINJARRA EAST | 1.626 |
| PINJARRA EAST | 86.000 |
| PINJARRA SOUTH | 87.000 |
| WAGERUP | 0.000 |
| YALUP BROOK | 6.000 |
| WORSLEY | 0.000 |
| WORSLEY NORTH | 2.000 |
| HAMILTON | 11.000 |
| WORSLEY EAST | 0.000 |
| WORSLEY NORTH | 1.000 |
|
|
Name To:
|
| Loading… |
| AMERY | 0.000 |
| EJANDING | 17.000 |
| MANMANNING | 38.000 |
| CADOUX | 48.000 |
| KIRWAN | 70.000 |
| BURAKIN | 78.000 |
| KALANNIE | 98.000 |
| AVON YARD | 0.000 |
| EAST NORTHAM | 6.000 |
| FRENCHES | 19.000 |
| JENNACUBBINE | 36.000 |
| GOOMALLING | 55.000 |
| KONNONGORRING | 88.000 |
| WONGAN HILLS | 110.000 |
| KONDUT | 137.000 |
| BALLIDU | 150.000 |
| PITHARA | 177.000 |
| DALWALLINU | 191.000 |
| MCLEVIE | 193.000 |
| WUBIN | 210.000 |
| BUNTINE | 225.000 |
| MAYA | 238.000 |
| LATHAM | 253.500 |
| BUNJIL | 268.000 |
| PERENJORI | 294.000 |
| BOWGADA | 311.000 |
| MORAWA | 333.000 |
| TILLEY | 335.000 |
| BELL | 340.000 |
| GUTHA | 359.750 |
| CANNA | 372.000 |
| LEDA | 377.000 |
| DEAN | 404.000 |
| MONGER | 424.000 |
| MULLEWA | 429.000 |
| BURAKIN | 0.000 |
| KULJA | 12.000 |
| MOLLERIN | 38.000 |
| CLEARY | 49.000 |
| BEACON | 71.000 |
| GOOMALLING | 0.000 |
| DOWERIN | 24.000 |
| AMERY | 34.000 |
| MINNIVALE | 44.000 |
| WYALKATCHEM | 66.000 |
| TRAYNING | 110.000 |
| KUNUNOPPIN | 122.000 |
| NUNGARIN | 142.000 |
| NUKARNI | 160.000 |
| WEST MERREDIN | 183.000 |
| WYALKATCHEM | 0.000 |
| COWCOWING | 25.000 |
| KOORDA | 45.000 |
| GABBIN | 66.000 |
| BENCUBBIN | 84.000 |
| WELBUNGIN | 97.000 |
| MUKINBUDIN | 121.000 |
| MIDLAND | 14.800 |
| MILLENDON JUNCTION | 27.700 |
| JUMPERKINE | 40.400 |
| MOONDYNE | 61.700 |
| TOODYAY WEST | 89.000 |
| TOODYAY | 93.000 |
| AVON YARD | 115.000 |
| MIDLAND | 0.000 |
| WOODBRIDGE SOUTH | 1.000 |
| FORRESTFIELD | 8.000 |
| KENWICK JUNCTION | 14.000 |
| CANNING VALE | 23.000 |
| COCKBURN EAST | 35.000 |
| COCKBURN SOUTH | 36.000 |
| KWINANA | 48.000 |
| KEWDALE | 5.000 |
| FORRESTFIELD | 6.000 |
| FORRESTFIELD TERMINAL | 6.000 |
| MIDLAND | 14.800 |
| MILLENDON JUNCTION | 27.700 |
| JUMPERKINE | 40.400 |
| MOONDYNE | 61.700 |
| TOODYAY WEST | 89.000 |
| TOODYAY | 93.000 |
| AVON YARD | 115.000 |
| NORTHAM | 120.000 |
| SEABROOK | 123.000 |
| GRASS VALLEY | 132.000 |
| MECKERING | 153.000 |
| CUNDERDIN | 178.000 |
| TAMMIN | 201.000 |
| BUNGULLA | 214.000 |
| KELLERBERRIN | 228.000 |
| DOODLAKINE | 244.000 |
| HINES HILL | 264.000 |
| WEST MERREDIN | 282.000 |
| MERREDIN | 284.000 |
| BOORAAN | 296.000 |
| BURRACOPPIN | 312.000 |
| CARRABIN | 330.000 |
| BODALLIN | 354.000 |
| MOORINE ROCK | 377.000 |
| SOUTHERN CROSS | 403.000 |
| LAKE JULIA | 427.000 |
| KOOLYANOBBING | 455.000 |
| KOOLYANOBBING EAST | 458.000 |
| BECKWITH | 470.000 |
| DARRINE | 491.000 |
| JAURDI | 525.000 |
| MT WALTON | 533.810 |
| WALLAROO | 562.000 |
| STEWART | 587.000 |
| BONNIE VALE | 622.000 |
| BINDULI | 648.000 |
| WEST KALGOORLIE | 650.000 |
| KALGOORLIE | 655.000 |
| MIDLAND | 0.000 |
| MIDLAND-KWINANA-FREMANTLE LINE | 0.000 |
| WOODBRIDGE SOUTH | 1.000 |
| FORRESTFIELD | 8.000 |
| KENWICK JUNCTION | 14.000 |
| CANNING VALE | 23.000 |
| COCKBURN | 35.000 |
| COCKBURN EAST | 35.000 |
| COCKBURN SOUTH | 36.000 |
| KWINANA | 48.000 |
| KALGOORLIE | 0.000 |
| BROAD ARROW | 35.000 |
| SCOTIA | 66.000 |
| GOONGARRIE | 88.000 |
| DONEY | 114.000 |
| MENZIES | 130.000 |
| MYAMIN | 159.000 |
| KOOKYNIE | 196.000 |
| MELITA | 210.000 |
| MALCOLM | 236.000 |
| LEONORA | 259.000 |
| KAMBALDA | 0.000 |
| REDMINE | 7.000 |
| WEST KALGOORLIE | 0.000 |
| ESPERANCE LINE | 0.000 |
| HAMPTON BALLAST SIDING | 14.000 |
| HAMPTON | 16.000 |
| HANNAN | 34.000 |
| KAMBALDA | 54.000 |
| LEFROY | 86.000 |
| HIGGINSVILLE | 127.000 |
| PIONEER | 155.000 |
| COWAN | 180.000 |
| NORSEMAN | 183.000 |
| DANIELL | 231.000 |
| BEETE | 246.000 |
| SALMON GUMS | 281.000 |
| GRASS PATCH | 308.000 |
| SCADDAN | 335.000 |
| FLEMING | 347.000 |
| GIBSON | 366.000 |
| ESPERANCE | 383.000 |
| ESPERANCE WHARF PORTMAN ORE | 384.000 |
| AVON YARD | 1.000 |
| SPRING HILL | 11.000 |
| YORK | 41.000 |
| BEVERLEY | 74.000 |
| MOUNT KOKEBY | 87.000 |
| BROOKTON | 105.000 |
| PINGELLY | 125.000 |
| POPANYINNING | 142.000 |
| YORNANING | 152.000 |
| CUBALLING | 162.000 |
| NARROGIN | 176.000 |
| WAGIN | 226.000 |
| WOODANILLING | 257.000 |
| KATANNING | 278.000 |
| BROOMEHILL | 297.000 |
| TAMBELLUP | 322.000 |
| CRANBROOK | 357.000 |
| KENDENUP | 381.000 |
| NARRIKUP | 419.000 |
| REDMOND | 439.000 |
| ELLEKER | 447.000 |
| ALBANY | 463.000 |
| KATANNING | 0.000 |
| BADGEBUP | 61.000 |
| NYABING | 63.000 |
| LAKE GRACE | 0.000 |
| KUENDER | 19.000 |
| PINGARING | 44.000 |
| KARLGARIN | 78.000 |
| HYDEN | 94.000 |
| NARROGIN | 0.000 |
| BOUNDAIN | 15.000 |
| YILLIMINNING | 23.000 |
| WICKEPIN | 43.000 |
| YEALERING | 68.000 |
| BULLARING | 84.000 |
| CORRIGIN | 108.000 |
| AINSWORTH | 130.000 |
| ARDATH | 149.000 |
| BRUCE ROCK | 168.000 |
| KORBELKA | 189.000 |
| WEST MERREDIN | 216.000 |
| REDMOND | 0.000 |
| MIRAMBEENA | 2.000 |
| TAMBELLUP | 0.000 |
| GNOWANGERUP | 38.000 |
| WAGIN | 0.000 |
| BALLAYING | 22.000 |
| DUMBLEYUNG | 40.000 |
| MOULYINNING | 62.000 |
| KUKERIN | 79.000 |
| TARIN ROCK | 97.000 |
| LAKE GRACE | 119.000 |
| BUNICHE | 157.000 |
| NEWDEGATE | 182.000 |
| YILLIMINNING | 0.000 |
| NOMANS LAKE | 14.000 |
| TINCURRIN | 40.000 |
| DUDININ | 59.000 |
| JITARNING | 74.000 |
| KULIN | 95.000 |
| KONDININ | 118.000 |
| BENDERING | 130.000 |
| SOUTH KUMMININ | 153.000 |
| NAREMBEEN | 169.000 |
| WOGARL | 191.000 |
| MUNTADGIN | 208.000 |
| KOONADGIN | 228.000 |
| WEST MERREDIN | 260.000 |
| YORK | 0.000 |
| GREENHILLS | 23.000 |
| MAWSON | 47.000 |
| QUAIRADING | 74.000 |
| COCKBURN NORTH | 31.400 |
| COCKBURN SOUTH | 33.000 |
| COCKBURN EAST | 31.000 |
| COCKBURN NORTH | 32.300 |
| ESPLANADE | 22.000 |
| ROBB JETTY | 26.000 |
| SPEARWOOD | 28.000 |
| COCKBURN NORTH | 31.000 |
| WOODBRIDGE WEST | 0.120 |
| WOODBRIDGE SOUTH | 1.210 |
| GERALDTON | 0.000 |
| CBH-GERALDTON | 0.763 |
| WESTERN MINING/AMC (WHARF)-GER | 0.764 |
| NARNGULU (SYN RUTILE) | 0.765 |
| MERU (NRN MINERALS) | 0.766 |
| NARNGULU YARD | 13.000 |
| NARNGULU | 13.000 |
| NARNGULU EAST | 16.000 |
| GRANTS | 24.000 |
| NORTHERN GULLY | 41.000 |
| ERADU | 56.000 |
| NOLA | 73.000 |
| TENINDEWA | 92.000 |
| RUVIDINI | 104.000 |
| MULLEWA | 107.000 |
| MULLEWA | 0.000 |
| PINDAR | 30.000 |
| TILLEY TO KARARA RAILWAY | 0.000 |
| ANSTEEL | 22.000 |
| GINDALBIE | 54.000 |
| KARARA | 72.000 |
| DONGARA | 0.000 |
| ARROWSMITH | 42.000 |
| ENEABBA | 79.700 |
| ENEABBA - AMC NORTH | 88.000 |
| SOUTH MINE | 94.300 |
| MILLENDON JUNCTION | 0.000 |
| MILLENDON | 2.000 |
| MUCHEA | 26.300 |
| CHANDALA | 31.000 |
| MOOLIABEENIE | 66.000 |
| MOGUMBER | 99.500 |
| MOORA | 143.200 |
| CAIRN HILL | 160.500 |
| COOMBERDALE | 165.800 |
| WATHEROO | 184.700 |
| MARCHAGEE | 213.900 |
| COOROW | 234.500 |
| CARNAMAH | 262.300 |
| THREE SPRINGS | 283.700 |
| ARRINO | 302.200 |
| YANDANOOKA | 319.000 |
| MINGENEW | 338.000 |
| STRAWBERRY | 363.000 |
| IRWIN | 376.000 |
| DONGARA | 394.000 |
| BOOKARA | 419.000 |
| WALKAWAY | 432.900 |
| NARNGULU | 452.000 |
| TOODYAY WEST | 0.000 |
| COONDLE | 9.000 |
| BOLGART | 38.000 |
| CALINGIRI | 61.000 |
| YERECOIN | 82.000 |
| PIAWANING | 91.000 |
| BINDI BINDI | 115.000 |
| MILING | 135.000 |
| ALUMINA JUNCTION | 0.000 |
| CALCINE | 5.000 |
| BRUNSWICK JUNCTION | 0.000 |
| BRUNSWICK EAST | 1.653 |
| BEELA | 11.000 |
| WORSLEY | 23.000 |
| WORSLEY EAST | 24.000 |
| COLLIE | 40.000 |
| EAST COLLIE JUNCTION | 41.000 |
| EWINGTON JUNCTION | 51.000 |
| EWINGTON MINE | 52.000 |
| PREMIER MINE | 53.000 |
| BRUNSWICK NORTH | 0.000 |
| BRUNSWICK EAST | 2.000 |
| KWINANA | 0.000 |
| KWINANA QAI | 3.000 |
| KWINANA ALCOA | 3.718 |
| KWINANA ALCOA | 4.314 |
| KWINANA QAC | 5.254 |
| KWINANA KBT | 0.000 |
| KWINANA QAA | 1.000 |
| KWINANA | 1.000 |
| KWINANA CSBP - SODIUM CYANIDE | 3.000 |
| CSBP ANHYDROUS AMONIA | 3.000 |
| KWINANA WMC S G | 4.000 |
| KWINANA CBH | 8.000 |
| KWINANA | 0.000 |
| WELLARD | 12.000 |
| MUNDIJONG JUNCTION | 26.000 |
| MUNDIJONG JUNCTION | 43.000 |
| MUNDIJONG | 45.000 |
| SERPENTINE | 53.000 |
| KEYSBROOK | 61.000 |
| NORTH DANDALUP | 70.000 |
| DANDALUP | 75.000 |
| PINJARRA | 86.000 |
| PINJARRA SOUTH | 87.000 |
| COOLUP | 98.500 |
| WAROONA | 111.000 |
| WAGERUP | 117.000 |
| YARLOOP | 123.000 |
| COOKERNUP | 128.000 |
| WARAWARRUP | 135.500 |
| HARVEY | 138.000 |
| BENGER | 149.000 |
| BRUNSWICK NORTH | 157.000 |
| BRUNSWICK JUNCTION | 158.000 |
| BRUNSWICK SOUTH | 159.000 |
| BUREKUP | 166.000 |
| PICTON (YARD WEST) | 170.000 |
| PICTON | 175.000 |
| PICTON (YARD EAST) | 176.000 |
| PICTON (CONTAINER) | 177.000 |
| BUNBURY TERMINAL | 180.000 |
| PICTON | 0.000 |
| PICTON JUNCTION SOUTH | 3.000 |
| BOYANUP | 18.000 |
| DONNYBROOK | 34.000 |
| KIRUP | 53.000 |
| GREENBUSHES | 78.000 |
| BRIDGETOWN | 102.000 |
| YORNUP | 116.000 |
| MANJIMUP | 138.000 |
| LAMBERT | 149.000 |
| PICTON | 0.000 |
| PICTON (YARD EAST) | 3.000 |
| PICTON | 0.000 |
| PICTON (YARD EAST) | 4.000 |
| BUNBURY WORSLEY | 5.000 |
| BUNBURY ALCOA | 6.000 |
| BUNBURY INNER JUNCTION | 8.000 |
| PINJARRA | 0.000 |
| PINJARRA EAST | 1.626 |
| PINJARRA EAST | 86.000 |
| PINJARRA SOUTH | 87.000 |
| WAGERUP | 0.000 |
| YALUP BROOK | 6.000 |
| WORSLEY | 0.000 |
| WORSLEY NORTH | 2.000 |
| HAMILTON | 11.000 |
| WORSLEY EAST | 0.000 |
| WORSLEY NORTH | 1.000 |
|
|
| | | | | | | | | | | | | | | | |
| CENTRAL | Amery - Kalannie | AMERY | EJANDING | 0.000 | 17.000 | 17.000 | | 80 | 70 | 60 | 0 | 0 | 0 | 0 | 0 | 0 |
| CENTRAL | Amery - Kalannie | EJANDING | MANMANNING | 17.000 | 38.000 | 21.000 | | 80 | 70 | 60 | 0 | 0 | 0 | 0 | 0 | 0 |
| CENTRAL | Amery - Kalannie | MANMANNING | CADOUX | 38.000 | 48.000 | 10.000 | | 80 | 70 | 60 | 0 | 0 | 0 | 0 | 0 | 0 |
| CENTRAL | Amery - Kalannie | CADOUX | KIRWAN | 48.000 | 70.000 | 22.000 | | 80 | 70 | 60 | 0 | 0 | 0 | 0 | 0 | 0 |
| CENTRAL | Amery - Kalannie | KIRWAN | BURAKIN | 70.000 | 78.000 | 8.000 | | 80 | 70 | 60 | 0 | 0 | 0 | 0 | 0 | 0 |
| CENTRAL | Amery - Kalannie | BURAKIN | KALANNIE | 78.000 | 98.000 | 20.000 | | 80 | 70 | 60 | 0 | 0 | 0 | 0 | 0 | 0 |
| CENTRAL | Avon Yard - Mclevie , Maya - Mullewa | AVON YARD | EAST NORTHAM | 0.000 | 6.000 | 6.000 | | 80 | 80 | 70 | 0 | 0 | 0 | 0 | 0 | 0 |
| CENTRAL | Avon Yard - Mclevie , Maya - Mullewa | EAST NORTHAM | FRENCHES | 6.000 | 19.000 | 13.000 | | 80 | 80 | 70 | 0 | 0 | 0 | 0 | 0 | 0 |
| CENTRAL | Avon Yard - Mclevie , Maya - Mullewa | FRENCHES | JENNACUBBINE | 19.000 | 36.000 | 17.000 | | 80 | 80 | 70 | 0 | 0 | 0 | 0 | 0 | 0 |
| CENTRAL | Avon Yard - Mclevie , Maya - Mullewa | JENNACUBBINE | GOOMALLING | 36.000 | 55.000 | 19.000 | | 80 | 80 | 70 | 0 | 0 | 0 | 0 | 0 | 0 |
| CENTRAL | Avon Yard - Mclevie , Maya - Mullewa | GOOMALLING | KONNONGORRING | 55.000 | 88.000 | 33.000 | | 50 | 50 | 0 | 0 | 0 | 0 | 0 | 0 | 0 |
| CENTRAL | Avon Yard - Mclevie , Maya - Mullewa | KONNONGORRING | WONGAN HILLS | 88.000 | 110.000 | 22.000 | | 50 | 50 | 0 | 0 | 0 | 0 | 0 | 0 | 0 |
| CENTRAL | Avon Yard - Mclevie , Maya - Mullewa | WONGAN HILLS | KONDUT | 110.000 | 137.000 | 27.000 | | 50 | 40 | 0 | 0 | 0 | 0 | 0 | 0 | 0 |
| CENTRAL | Avon Yard - Mclevie , Maya - Mullewa | KONDUT | BALLIDU | 137.000 | 150.000 | 13.000 | | 50 | 40 | 0 | 0 | 0 | 0 | 0 | 0 | 0 |
| CENTRAL | Avon Yard - Mclevie , Maya - Mullewa | BALLIDU | PITHARA | 150.000 | 177.000 | 27.000 | | 50 | 40 | 0 | 0 | 0 | 0 | 0 | 0 | 0 |
| CENTRAL | Avon Yard - Mclevie , Maya - Mullewa | PITHARA | DALWALLINU | 177.000 | 191.000 | 14.000 | | 50 | 40 | 0 | 0 | 0 | 0 | 0 | 0 | 0 |
| CENTRAL | Avon Yard - Mclevie , Maya - Mullewa | DALWALLINU | MCLEVIE | 191.000 | 193.000 | 2.000 | | 50 | 40 | 0 | 0 | 0 | 0 | 0 | 0 | 0 |
| CENTRAL | Avon Yard - Mclevie , Maya - Mullewa | PERENJORI | BOWGADA | 294.000 | 311.000 | 17.000 | | 60 | 50 | 0 | 0 | 0 | 0 | 0 | 0 | 0 |
| CENTRAL | Avon Yard - Mclevie , Maya - Mullewa | BOWGADA | MORAWA | 311.000 | 333.000 | 22.000 | | 60 | 50 | 0 | 0 | 0 | 0 | 0 | 0 | 0 |
| CENTRAL | Avon Yard - Mclevie , Maya - Mullewa | MORAWA | TILLEY | 333.000 | 335.000 | 2.000 | | 60 | 50 | 0 | 0 | 0 | 0 | 0 | 0 | 0 |
| CENTRAL | Avon Yard - Mclevie , Maya - Mullewa | TILLEY | BELL | 335.000 | 340.000 | 5.000 | | 80 | 80 | 80 | 80 | 0 | 0 | 0 | 0 | 0 |
| CENTRAL | Avon Yard - Mclevie , Maya - Mullewa | BELL | GUTHA | 340.000 | 359.750 | 19.750 | | 80 | 80 | 80 | 80 | 0 | 0 | 0 | 0 | 0 |
| CENTRAL | Avon Yard - Mclevie , Maya - Mullewa | GUTHA | CANNA | 359.750 | 372.000 | 12.250 | | 80 | 80 | 80 | 80 | 0 | 0 | 0 | 0 | 0 |
| CENTRAL | Avon Yard - Mclevie , Maya - Mullewa | CANNA | LEDA | 372.000 | 377.000 | 5.000 | | 80 | 80 | 80 | 80 | 0 | 0 | 0 | 0 | 0 |
| CENTRAL | Avon Yard - Mclevie , Maya - Mullewa | LEDA | DEAN | 377.000 | 404.000 | 27.000 | | 80 | 80 | 80 | 80 | 0 | 0 | 0 | 0 | 0 |
| CENTRAL | Avon Yard - Mclevie , Maya - Mullewa | DEAN | MONGER | 404.000 | 424.000 | 20.000 | | 80 | 80 | 80 | 80 | 0 | 0 | 0 | 0 | 0 |
| CENTRAL | Avon Yard - Mclevie , Maya - Mullewa | MONGER | MULLEWA | 424.000 | 429.000 | 5.000 | | 80 | 80 | 80 | 80 | 0 | 0 | 0 | 0 | 0 |
| CENTRAL | Burakin - Beacon | BURAKIN | KULJA | 0.000 | 12.000 | 12.000 | | 40 | 30 | 0 | 0 | 0 | 0 | 0 | 0 | 0 |
| CENTRAL | Burakin - Beacon | KULJA | MOLLERIN | 12.000 | 38.000 | 26.000 | | 40 | 30 | 0 | 0 | 0 | 0 | 0 | 0 | 0 |
| CENTRAL | Burakin - Beacon | MOLLERIN | CLEARY | 38.000 | 49.000 | 11.000 | | 40 | 30 | 0 | 0 | 0 | 0 | 0 | 0 | 0 |
| CENTRAL | Burakin - Beacon | CLEARY | BEACON | 49.000 | 71.000 | 22.000 | | 40 | 30 | 0 | 0 | 0 | 0 | 0 | 0 | 0 |
| CENTRAL | Goomalling - Wyalkatchem, Trayning - Merredin | GOOMALLING | DOWERIN | 0.000 | 24.000 | 24.000 | | 80 | 80 | 80 | 0 | 0 | 0 | 0 | 0 | 0 |
| CENTRAL | Goomalling - Wyalkatchem, Trayning - Merredin | DOWERIN | AMERY | 24.000 | 34.000 | 10.000 | | 80 | 80 | 80 | 0 | 0 | 0 | 0 | 0 | 0 |
| CENTRAL | Goomalling - Wyalkatchem, Trayning - Merredin | AMERY | MINNIVALE | 34.000 | 44.000 | 10.000 | | 80 | 70 | 60 | 0 | 0 | 0 | 0 | 0 | 0 |
| CENTRAL | Goomalling - Wyalkatchem, Trayning - Merredin | MINNIVALE | WYALKATCHEM | 44.000 | 66.000 | 22.000 | | 80 | 70 | 60 | 0 | 0 | 0 | 0 | 0 | 0 |
| CENTRAL | Goomalling - Wyalkatchem, Trayning - Merredin | TRAYNING | KUNUNOPPIN | 110.000 | 122.000 | 12.000 | | 40 | 30 | 0 | 0 | 0 | 0 | 0 | 0 | 0 |
| CENTRAL | Goomalling - Wyalkatchem, Trayning - Merredin | KUNUNOPPIN | NUNGARIN | 122.000 | 142.000 | 20.000 | | 40 | 30 | 0 | 0 | 0 | 0 | 0 | 0 | 0 |
| CENTRAL | Goomalling - Wyalkatchem, Trayning - Merredin | NUNGARIN | NUKARNI | 142.000 | 160.000 | 18.000 | | 50 | 40 | 0 | 0 | 0 | 0 | 0 | 0 | 0 |
| CENTRAL | Goomalling - Wyalkatchem, Trayning - Merredin | NUKARNI | WEST MERREDIN | 160.000 | 183.000 | 23.000 | | 50 | 40 | 0 | 0 | 0 | 0 | 0 | 0 | 0 |
| CENTRAL | Wyalkatchem - Mukinbudin | WYALKATCHEM | COWCOWING | 0.000 | 25.000 | 25.000 | | 60 | 50 | 45 | 0 | 0 | 0 | 0 | 0 | 0 |
| CENTRAL | Wyalkatchem - Mukinbudin | COWCOWING | KOORDA | 25.000 | 45.000 | 20.000 | | 60 | 50 | 45 | 0 | 0 | 0 | 0 | 0 | 0 |
| CENTRAL | Wyalkatchem - Mukinbudin | KOORDA | GABBIN | 45.000 | 66.000 | 21.000 | | 60 | 50 | 45 | 0 | 0 | 0 | 0 | 0 | 0 |
| CENTRAL | Wyalkatchem - Mukinbudin | GABBIN | BENCUBBIN | 66.000 | 84.000 | 18.000 | | 60 | 50 | 45 | 0 | 0 | 0 | 0 | 0 | 0 |
| CENTRAL | Wyalkatchem - Mukinbudin | BENCUBBIN | WELBUNGIN | 84.000 | 97.000 | 13.000 | | 60 | 50 | 45 | 0 | 0 | 0 | 0 | 0 | 0 |
| CENTRAL | Wyalkatchem - Mukinbudin | WELBUNGIN | MUKINBUDIN | 97.000 | 121.000 | 24.000 | | 60 | 50 | 45 | 0 | 0 | 0 | 0 | 0 | 0 |
| EGR | Avon Yard- Midland (Up Main) | AVON YARD | TOODYAY | 115.000 | 93.000 | -22.000 | 1 | 80 | 80 | 80 | 80 | 80 | 70 | 0 | 100 | 100 |
| EGR | Avon Yard- Midland (Up Main) | TOODYAY | TOODYAY WEST | 93.000 | 89.000 | -4.000 | | 80 | 80 | 80 | 80 | 80 | 70 | 0 | 100 | 100 |
| EGR | Avon Yard- Midland (Up Main) | TOODYAY WEST | MOONDYNE | 89.000 | 61.700 | -27.300 | | 80 | 80 | 80 | 80 | 80 | 70 | 0 | 100 | 100 |
| EGR | Avon Yard- Midland (Up Main) | MOONDYNE | JUMPERKINE | 61.700 | 40.400 | -21.300 | | 80 | 80 | 80 | 80 | 80 | 70 | 0 | 100 | 100 |
| EGR | Avon Yard- Midland (Up Main) | JUMPERKINE | MILLENDON JUNCTION | 40.400 | 27.700 | -12.700 | | 80 | 80 | 80 | 80 | 80 | 70 | 0 | 100 | 100 |
| EGR | Avon Yard- Midland (Up Main) | MILLENDON JUNCTION | MIDLAND | 27.700 | 14.800 | -12.900 | | 80 | 80 | 80 | 80 | 80 | 70 | 0 | 100 | 100 |
| EGR | Cockburn - Midland (Down Main) | COCKBURN South | COCKBURN East | 36.000 | 35.000 | -1.000 | | 80 | 80 | 80 | 80 | 40 | 40 | 0 | 80 | 80 |
| EGR | Cockburn - Midland (Down Main) | COCKBURN East | CANNING VALE | 35.000 | 23.000 | -12.000 | | 80 | 80 | 80 | 80 | 40 | 40 | 0 | 80 | 80 |
| EGR | Cockburn - Midland (Down Main) | CANNING VALE | KENWICK JUNCTION | 23.000 | 14.000 | -9.000 | | 80 | 80 | 80 | 80 | 40 | 40 | 0 | 80 | 80 |
| EGR | Cockburn - Midland (Down Main) | KENWICK JUNCTION | FORRESTFIELD | 14.000 | 8.000 | -6.000 | | 80 | 80 | 80 | 80 | 40 | 40 | 0 | 80 | 80 |
| EGR | Cockburn - Midland (Down Main) | FORRESTFIELD | WOODBRIDGE South | 8.000 | 1.000 | -7.000 | | 80 | 80 | 80 | 80 | 40 | 40 | 0 | 80 | 80 |
| EGR | Cockburn - Midland (Down Main) | WOODBRIDGE South | MIDLAND | 1.000 | 0.000 | -1.000 | | 80 | 80 | 80 | 80 | 40 | 40 | 0 | 80 | 80 |
| EGR | Forrestfield - Kewdale | KEWDALE | FORRESTFIELD Terminal | 5.000 | 6.000 | 1.000 | | 20 | 20 | 20 | 20 | 20 | 20 | 0 | 20 | 20 |
| EGR | Forrestfield - Kewdale | FORRESTFIELD Terminal | FORRESTFIELD | 6.000 | 6.000 | 0.000 | | 20 | 20 | 20 | 20 | 20 | 20 | 0 | 20 | 20 |
| EGR | Forrestfield - Kewdale | FORRESTFIELD | FORRESTFIELD Terminal | 6.000 | 6.000 | 0.000 | | 20 | 20 | 20 | 20 | 20 | 20 | 0 | 20 | 20 |
| EGR | Midland - Kalgoorlie | MIDLAND | MILLENDON JUNCTION | 14.800 | 27.700 | 12.900 | | 80 | 80 | 80 | 80 | 80 | 40 | 0 | 100 | 100 |
| EGR | Midland - Kalgoorlie | MILLENDON JUNCTION | JUMPERKINE | 27.700 | 40.400 | 12.700 | | 80 | 80 | 80 | 80 | 80 | 40 | 0 | 100 | 100 |
| EGR | Midland - Kalgoorlie | JUMPERKINE | MOONDYNE | 40.400 | 61.700 | 21.300 | | 80 | 80 | 80 | 80 | 80 | 40 | 0 | 100 | 100 |
| EGR | Midland - Kalgoorlie | MOONDYNE | TOODYAY WEST | 61.700 | 89.000 | 27.300 | | 80 | 80 | 80 | 80 | 80 | 40 | 0 | 100 | 100 |
| EGR | Midland - Kalgoorlie | TOODYAY WEST | TOODYAY | 89.000 | 93.000 | 4.000 | | 80 | 80 | 80 | 80 | 80 | 40 | 0 | 100 | 100 |
| EGR | Midland - Kalgoorlie | TOODYAY | AVON YARD | 93.000 | 115.000 | 22.000 | 1 | 80 | 80 | 80 | 80 | 80 | 40 | 0 | 100 | 100 |
| EGR | Midland - Kalgoorlie | AVON YARD | NORTHAM | 115.000 | 120.000 | 5.000 | | 110 | 110 | 110 | 110 | 80 | 80 | 0 | 160 | 110 |
| EGR | Midland - Kalgoorlie | NORTHAM | SEABROOK | 120.000 | 123.000 | 3.000 | | 110 | 110 | 110 | 110 | 80 | 80 | 0 | 160 | 110 |
| EGR | Midland - Kalgoorlie | SEABROOK | GRASS VALLEY | 123.000 | 132.000 | 9.000 | | 110 | 110 | 110 | 110 | 80 | 80 | 0 | 160 | 110 |
| EGR | Midland - Kalgoorlie | GRASS VALLEY | MECKERING | 132.000 | 153.000 | 21.000 | | 110 | 110 | 110 | 110 | 80 | 80 | 0 | 160 | 110 |
| EGR | Midland - Kalgoorlie | MECKERING | CUNDERDIN | 153.000 | 178.000 | 25.000 | | 110 | 110 | 110 | 110 | 80 | 80 | 0 | 160 | 110 |
| EGR | Midland - Kalgoorlie | CUNDERDIN | TAMMIN | 178.000 | 201.000 | 23.000 | | 110 | 110 | 110 | 110 | 80 | 80 | 0 | 160 | 110 |
| EGR | Midland - Kalgoorlie | TAMMIN | BUNGULLA | 201.000 | 214.000 | 13.000 | | 110 | 110 | 110 | 110 | 80 | 80 | 0 | 160 | 110 |
| EGR | Midland - Kalgoorlie | BUNGULLA | KELLERBERRIN | 214.000 | 228.000 | 14.000 | | 110 | 110 | 110 | 110 | 80 | 80 | 0 | 160 | 110 |
| EGR | Midland - Kalgoorlie | KELLERBERRIN | DOODLAKINE | 228.000 | 244.000 | 16.000 | | 110 | 110 | 110 | 110 | 80 | 80 | 0 | 160 | 110 |
| EGR | Midland - Kalgoorlie | DOODLAKINE | HINES HILL | 244.000 | 264.000 | 20.000 | | 110 | 110 | 110 | 110 | 80 | 80 | 0 | 160 | 110 |
| EGR | Midland - Kalgoorlie | HINES HILL | WEST MERREDIN | 264.000 | 282.000 | 18.000 | | 110 | 110 | 110 | 110 | 80 | 80 | 0 | 160 | 110 |
| EGR | Midland - Kalgoorlie | WEST MERREDIN | MERREDIN | 282.000 | 284.000 | 2.000 | | 110 | 110 | 110 | 110 | 80 | 80 | 0 | 160 | 110 |
| EGR | Midland - Kalgoorlie | MERREDIN | BOORAAN | 284.000 | 296.000 | 12.000 | | 110 | 110 | 110 | 110 | 80 | 80 | 0 | 160 | 110 |
| EGR | Midland - Kalgoorlie | BOORAAN | BURRACOPPIN | 296.000 | 312.000 | 16.000 | | 110 | 110 | 110 | 110 | 80 | 80 | 0 | 160 | 110 |
| EGR | Midland - Kalgoorlie | BURRACOPPIN | CARRABIN | 312.000 | 330.000 | 18.000 | | 110 | 110 | 110 | 110 | 80 | 80 | 0 | 160 | 110 |
| EGR | Midland - Kalgoorlie | CARRABIN | BODALLIN | 330.000 | 354.000 | 24.000 | | 110 | 110 | 110 | 110 | 80 | 80 | 0 | 160 | 110 |
| EGR | Midland - Kalgoorlie | BODALLIN | MOORINE ROCK | 354.000 | 377.000 | 23.000 | | 110 | 110 | 110 | 110 | 80 | 80 | 0 | 160 | 110 |
| EGR | Midland - Kalgoorlie | MOORINE ROCK | SOUTHERN CROSS | 377.000 | 403.000 | 26.000 | | 110 | 110 | 110 | 110 | 80 | 80 | 0 | 160 | 110 |
| EGR | Midland - Kalgoorlie | SOUTHERN CROSS | LAKE JULIA | 403.000 | 427.000 | 24.000 | | 110 | 110 | 110 | 110 | 80 | 80 | 0 | 160 | 110 |
| EGR | Midland - Kalgoorlie | LAKE JULIA | KOOLYANOBBING | 427.000 | 455.000 | 28.000 | | 110 | 110 | 110 | 110 | 80 | 80 | 0 | 160 | 110 |
| EGR | Midland - Kalgoorlie | KOOLYANOBBING | KOOLYANOBBING East | 455.000 | 458.000 | 3.000 | 2, 4 | 115 | 115 | 115 | 115 | 90 | 80 | 0 | 160 | 115 |
| EGR | Midland - Kalgoorlie | KOOLYANOBBING East | BECKWITH | 458.000 | 470.000 | 12.000 | 2, 4 | 115 | 115 | 115 | 115 | 90 | 80 | 0 | 160 | 115 |
| EGR | Midland - Kalgoorlie | BECKWITH | DARRINE | 470.000 | 491.000 | 21.000 | 2, 4 | 115 | 115 | 115 | 115 | 90 | 80 | 0 | 160 | 115 |
| EGR | Midland - Kalgoorlie | DARRINE | JAURDI | 491.000 | 525.000 | 34.000 | 2, 4 | 115 | 115 | 115 | 115 | 90 | 80 | 0 | 160 | 115 |
| EGR | Midland - Kalgoorlie | JAURDI | MT WALTON | 525.000 | 533.810 | 8.810 | 2, 4 | 115 | 115 | 115 | 115 | 90 | 80 | 0 | 160 | 115 |
| EGR | Midland - Kalgoorlie | MT WALTON | WALLAROO | 533.810 | 562.000 | 28.190 | 2, 4 | 115 | 115 | 115 | 115 | 90 | 0 | 0 | 160 | 115 |
| EGR | Midland - Kalgoorlie | WALLAROO | STEWART | 562.000 | 587.000 | 25.000 | 2, 4 | 115 | 115 | 115 | 115 | 90 | 0 | 0 | 160 | 115 |
| EGR | Midland - Kalgoorlie | STEWART | BONNIE VALE | 587.000 | 622.000 | 35.000 | 2, 4 | 115 | 115 | 115 | 115 | 90 | 0 | 0 | 160 | 115 |
| EGR | Midland - Kalgoorlie | BONNIE VALE | BINDULI | 622.000 | 648.000 | 26.000 | 2, 4 | 115 | 115 | 115 | 115 | 90 | 0 | 0 | 160 | 115 |
| EGR | Midland - Kalgoorlie | BINDULI | WEST KALGOORLIE | 648.000 | 650.000 | 2.000 | 2, 4 | 115 | 115 | 115 | 115 | 90 | 0 | 0 | 160 | 115 |
| EGR | Midland - Kalgoorlie | WEST KALGOORLIE | KALGOORLIE | 650.000 | 655.000 | 5.000 | 2 | 115 | 115 | 115 | 115 | 90 | 0 | 0 | 160 | 115 |
| EGR | Midland - Kwinana (Up Main) | MIDLAND | WOODBRIDGE South | 0.000 | 1.000 | 1.000 | | 80 | 80 | 80 | 80 | 70 | 70 | 0 | 80 | 80 |
| EGR | Midland - Kwinana (Up Main) | WOODBRIDGE South | FORRESTFIELD | 1.000 | 8.000 | 7.000 | | 80 | 80 | 80 | 80 | 70 | 70 | 0 | 80 | 80 |
| EGR | Midland - Kwinana (Up Main) | FORRESTFIELD | KENWICK JUNCTION | 8.000 | 14.000 | 6.000 | | 80 | 80 | 80 | 80 | 70 | 70 | 0 | 80 | 80 |
| EGR | Midland - Kwinana (Up Main) | KENWICK JUNCTION | CANNING VALE | 14.000 | 23.000 | 9.000 | | 80 | 80 | 80 | 80 | 70 | 70 | 0 | 80 | 80 |
| EGR | Midland - Kwinana (Up Main) | CANNING VALE | COCKBURN East | 23.000 | 35.000 | 12.000 | | 80 | 80 | 80 | 80 | 70 | 70 | 0 | 80 | 80 |
| EGR | Midland - Kwinana (Up Main) | COCKBURN East | COCKBURN South | 35.000 | 36.000 | 1.000 | | 80 | 80 | 80 | 80 | 70 | 70 | 0 | 80 | 80 |
| EGR | Midland - Kwinana (Up Main) | COCKBURN South | KWINANA | 36.000 | 48.000 | 12.000 | | 80 | 80 | 80 | 80 | 70 | 70 | 0 | 0 | 0 |
| GOLDFIELDS | Kalgoorlie - Leonora | KALGOORLIE | BROAD ARROW | 0.000 | 35.000 | 35.000 | | 60 | 60 | 60 | 50 | 50 | 0 | 0 | 0 | 0 |
| GOLDFIELDS | Kalgoorlie - Leonora | BROAD ARROW | SCOTIA | 35.000 | 66.000 | 31.000 | | 60 | 60 | 60 | 50 | 50 | 0 | 0 | 0 | 0 |
| GOLDFIELDS | Kalgoorlie - Leonora | SCOTIA | GOONGARRIE | 66.000 | 88.000 | 22.000 | | 60 | 60 | 60 | 50 | 50 | 0 | 0 | 0 | 0 |
| GOLDFIELDS | Kalgoorlie - Leonora | GOONGARRIE | DONEY | 88.000 | 114.000 | 26.000 | | 60 | 60 | 60 | 50 | 50 | 0 | 0 | 0 | 0 |
| GOLDFIELDS | Kalgoorlie - Leonora | DONEY | MENZIES | 114.000 | 130.000 | 16.000 | | 60 | 60 | 60 | 50 | 50 | 0 | 0 | 0 | 0 |
| GOLDFIELDS | Kalgoorlie - Leonora | MENZIES | MYAMIN | 130.000 | 159.000 | 29.000 | | 60 | 60 | 60 | 50 | 50 | 0 | 0 | 0 | 0 |
| GOLDFIELDS | Kalgoorlie - Leonora | MYAMIN | KOOKYNIE | 159.000 | 196.000 | 37.000 | | 60 | 60 | 60 | 50 | 50 | 0 | 0 | 0 | 0 |
| GOLDFIELDS | Kalgoorlie - Leonora | KOOKYNIE | MELITA | 196.000 | 210.000 | 14.000 | | 60 | 60 | 60 | 50 | 50 | 0 | 0 | 0 | 0 |
| GOLDFIELDS | Kalgoorlie - Leonora | MELITA | MALCOLM | 210.000 | 236.000 | 26.000 | | 60 | 60 | 60 | 50 | 50 | 0 | 0 | 0 | 0 |
| GOLDFIELDS | Kalgoorlie - Leonora | MALCOLM | LEONORA | 236.000 | 259.000 | 23.000 | | 60 | 60 | 60 | 50 | 50 | 0 | 0 | 0 | 0 |
| GOLDFIELDS | Kambalda - Redmine | KAMBALDA | REDMINE | 0.000 | 7.000 | 7.000 | | 70 | 70 | 70 | 60 | 40 | 40 | 0 | 0 | 0 |
| GOLDFIELDS | West Kalgoorlie - Esperance | WEST KALGOORLIE | HAMPTON Ballast Siding | 0.000 | 14.000 | 14.000 | | 70 | 70 | 70 | 70 | 60 | 40 | 0 | 0 | 0 |
| GOLDFIELDS | West Kalgoorlie - Esperance | HAMPTON Ballast Siding | HAMPTON | 14.000 | 16.000 | 2.000 | | 70 | 70 | 70 | 70 | 60 | 40 | 0 | 0 | 0 |
| GOLDFIELDS | West Kalgoorlie - Esperance | HAMPTON | HANNAN | 16.000 | 34.000 | 18.000 | | 70 | 70 | 70 | 70 | 60 | 40 | 0 | 0 | 0 |
| GOLDFIELDS | West Kalgoorlie - Esperance | HANNAN | KAMBALDA | 34.000 | 54.000 | 20.000 | | 70 | 70 | 70 | 70 | 60 | 40 | 0 | 0 | 0 |
| GOLDFIELDS | West Kalgoorlie - Esperance | KAMBALDA | LEFROY | 54.000 | 86.000 | 32.000 | | 70 | 70 | 60 | 60 | 50 | 0 | 0 | 0 | 0 |
| GOLDFIELDS | West Kalgoorlie - Esperance | LEFROY | HIGGINSVILLE | 86.000 | 127.000 | 41.000 | | 70 | 70 | 60 | 60 | 50 | 0 | 0 | 0 | 0 |
| GOLDFIELDS | West Kalgoorlie - Esperance | HIGGINSVILLE | PIONEER | 127.000 | 155.000 | 28.000 | | 70 | 70 | 60 | 60 | 50 | 0 | 0 | 0 | 0 |
| GOLDFIELDS | West Kalgoorlie - Esperance | PIONEER | COWAN | 155.000 | 180.000 | 25.000 | | 70 | 70 | 60 | 60 | 50 | 0 | 0 | 0 | 0 |
| GOLDFIELDS | West Kalgoorlie - Esperance | COWAN | NORSEMAN | 180.000 | 183.000 | 3.000 | | 70 | 70 | 60 | 60 | 50 | 0 | 0 | 0 | 0 |
| GOLDFIELDS | West Kalgoorlie - Esperance | NORSEMAN | DANIELL | 183.000 | 231.000 | 48.000 | | 70 | 70 | 60 | 60 | 50 | 0 | 0 | 0 | 0 |
| GOLDFIELDS | West Kalgoorlie - Esperance | DANIELL | BEETE | 231.000 | 246.000 | 15.000 | | 70 | 70 | 60 | 60 | 50 | 0 | 0 | 0 | 0 |
| GOLDFIELDS | West Kalgoorlie - Esperance | BEETE | SALMON GUMS | 246.000 | 281.000 | 35.000 | | 70 | 70 | 60 | 60 | 50 | 0 | 0 | 0 | 0 |
| GOLDFIELDS | West Kalgoorlie - Esperance | SALMON GUMS | GRASS PATCH | 281.000 | 308.000 | 27.000 | | 70 | 70 | 60 | 60 | 50 | 0 | 0 | 0 | 0 |
| GOLDFIELDS | West Kalgoorlie - Esperance | GRASS PATCH | SCADDAN | 308.000 | 335.000 | 27.000 | | 70 | 70 | 60 | 60 | 50 | 0 | 0 | 0 | 0 |
| GOLDFIELDS | West Kalgoorlie - Esperance | SCADDAN | FLEMING | 335.000 | 347.000 | 12.000 | | 70 | 70 | 60 | 60 | 50 | 0 | 0 | 0 | 0 |
| GOLDFIELDS | West Kalgoorlie - Esperance | FLEMING | GIBSON | 347.000 | 366.000 | 19.000 | | 70 | 70 | 60 | 60 | 50 | 0 | 0 | 0 | 0 |
| GOLDFIELDS | West Kalgoorlie - Esperance | GIBSON | ESPERANCE | 366.000 | 383.000 | 17.000 | | 70 | 70 | 60 | 60 | 50 | 0 | 0 | 0 | 0 |
| GOLDFIELDS | West Kalgoorlie - Esperance | ESPERANCE | ESPERANCE WHARF PORTMAN ORE | 383.000 | 384.000 | 1.000 | | 70 | 70 | 60 | 60 | 50 | 0 | 0 | 0 | 0 |
| GSR | Avon Yard - Albany | AVON YARD | SPRING HILL | 1.000 | 11.000 | 10.000 | | 80 | 70 | 60 | 0 | 0 | 0 | 0 | 0 | 0 |
| GSR | Avon Yard - Albany | SPRING HILL | YORK | 11.000 | 41.000 | 30.000 | | 80 | 70 | 60 | 0 | 0 | 0 | 0 | 0 | 0 |
| GSR | Avon Yard - Albany | YORK | BEVERLEY | 41.000 | 74.000 | 33.000 | | 80 | 70 | 60 | 0 | 0 | 0 | 0 | 0 | 0 |
| GSR | Avon Yard - Albany | BEVERLEY | MOUNT KOKEBY | 74.000 | 87.000 | 13.000 | | 80 | 70 | 60 | 0 | 0 | 0 | 0 | 0 | 0 |
| GSR | Avon Yard - Albany | MOUNT KOKEBY | BROOKTON | 87.000 | 105.000 | 18.000 | | 80 | 70 | 60 | 0 | 0 | 0 | 0 | 0 | 0 |
| GSR | Avon Yard - Albany | BROOKTON | PINGELLY | 105.000 | 125.000 | 20.000 | | 80 | 70 | 60 | 0 | 0 | 0 | 0 | 0 | 0 |
| GSR | Avon Yard - Albany | PINGELLY | POPANYINNING | 125.000 | 142.000 | 17.000 | | 80 | 70 | 60 | 0 | 0 | 0 | 0 | 0 | 0 |
| GSR | Avon Yard - Albany | POPANYINNING | YORNANING | 142.000 | 152.000 | 10.000 | | 80 | 70 | 60 | 0 | 0 | 0 | 0 | 0 | 0 |
| GSR | Avon Yard - Albany | YORNANING | CUBALLING | 152.000 | 162.000 | 10.000 | | 80 | 70 | 60 | 0 | 0 | 0 | 0 | 0 | 0 |
| GSR | Avon Yard - Albany | CUBALLING | NARROGIN | 162.000 | 176.000 | 14.000 | | 80 | 70 | 60 | 0 | 0 | 0 | 0 | 0 | 0 |
| GSR | Avon Yard - Albany | NARROGIN | WAGIN | 176.000 | 226.000 | 50.000 | | 80 | 70 | 60 | 0 | 0 | 0 | 0 | 0 | 0 |
| GSR | Avon Yard - Albany | WAGIN | WOODANILLING | 226.000 | 257.000 | 31.000 | | 80 | 70 | 60 | 0 | 0 | 0 | 0 | 0 | 0 |
| GSR | Avon Yard - Albany | WOODANILLING | KATANNING | 257.000 | 278.000 | 21.000 | | 80 | 70 | 60 | 0 | 0 | 0 | 0 | 0 | 0 |
| GSR | Avon Yard - Albany | KATANNING | BROOMEHILL | 278.000 | 297.000 | 19.000 | | 80 | 70 | 60 | 0 | 0 | 0 | 0 | 0 | 0 |
| GSR | Avon Yard - Albany | BROOMEHILL | TAMBELLUP | 297.000 | 322.000 | 25.000 | | 80 | 70 | 60 | 0 | 0 | 0 | 0 | 0 | 0 |
| GSR | Avon Yard - Albany | TAMBELLUP | CRANBROOK | 322.000 | 357.000 | 35.000 | | 80 | 70 | 60 | 0 | 0 | 0 | 0 | 0 | 0 |
| GSR | Avon Yard - Albany | CRANBROOK | KENDENUP | 357.000 | 381.000 | 24.000 | | 80 | 70 | 60 | 0 | 0 | 0 | 0 | 0 | 0 |
| GSR | Avon Yard - Albany | KENDENUP | NARRIKUP | 381.000 | 419.000 | 38.000 | | 80 | 70 | 60 | 0 | 0 | 0 | 0 | 0 | 0 |
| GSR | Avon Yard - Albany | NARRIKUP | REDMOND | 419.000 | 439.000 | 20.000 | | 80 | 70 | 60 | 0 | 0 | 0 | 0 | 0 | 0 |
| GSR | Avon Yard - Albany | REDMOND | ELLEKER | 439.000 | 447.000 | 8.000 | | 80 | 70 | 60 | 0 | 0 | 0 | 0 | 0 | 0 |
| GSR | Avon Yard - Albany | ELLEKER | ALBANY | 447.000 | 463.000 | 16.000 | | 80 | 70 | 60 | 0 | 0 | 0 | 0 | 0 | 0 |
| GSR | Katanning - Nyabing | KATANNING | BADGEBUP | 0.000 | 61.000 | 61.000 | | 40 | 30 | 0 | 0 | 0 | 0 | 0 | 0 | 0 |
| GSR | Katanning - Nyabing | BADGEBUP | NYABING | 61.000 | 63.000 | 2.000 | | 40 | 30 | 0 | 0 | 0 | 0 | 0 | 0 | 0 |
| GSR | Lake Grace - Hyden | LAKE GRACE | KUENDER | 0.000 | 19.000 | 19.000 | | 80 | 80 | 70 | 0 | 0 | 0 | 0 | 0 | 0 |
| GSR | Lake Grace - Hyden | KUENDER | PINGARING | 19.000 | 44.000 | 25.000 | | 80 | 80 | 70 | 0 | 0 | 0 | 0 | 0 | 0 |
| GSR | Lake Grace - Hyden | PINGARING | KARLGARIN | 44.000 | 78.000 | 34.000 | | 80 | 80 | 70 | 0 | 0 | 0 | 0 | 0 | 0 |
| GSR | Lake Grace - Hyden | KARLGARIN | HYDEN | 78.000 | 94.000 | 16.000 | | 80 | 70 | 60 | 0 | 0 | 0 | 0 | 0 | 0 |
| GSR | Narrogin - Merridin (via Corrigin) | NARROGIN | BOUNDAIN | 0.000 | 15.000 | 15.000 | | 60 | 50 | 0 | 0 | 0 | 0 | 0 | 0 | 0 |
| GSR | Narrogin - Merridin (via Corrigin) | BOUNDAIN | YILLIMINNING | 15.000 | 23.000 | 8.000 | | 60 | 50 | 0 | 0 | 0 | 0 | 0 | 0 | 0 |
| GSR | Narrogin - Merridin (via Corrigin) | YILLIMINNING | WICKEPIN | 23.000 | 43.000 | 20.000 | | 40 | 30 | 0 | 0 | 0 | 0 | 0 | 0 | 0 |
| GSR | Narrogin - Merridin (via Corrigin) | WICKEPIN | YEALERING | 43.000 | 68.000 | 25.000 | | 40 | 30 | 0 | 0 | 0 | 0 | 0 | 0 | 0 |
| GSR | Narrogin - Merridin (via Corrigin) | YEALERING | BULLARING | 68.000 | 84.000 | 16.000 | | 40 | 30 | 0 | 0 | 0 | 0 | 0 | 0 | 0 |
| GSR | Narrogin - Merridin (via Corrigin) | BULLARING | CORRIGIN | 84.000 | 108.000 | 24.000 | | 40 | 30 | 0 | 0 | 0 | 0 | 0 | 0 | 0 |
| GSR | Narrogin - Merridin (via Corrigin) | CORRIGIN | AINSWORTH | 108.000 | 130.000 | 22.000 | | 40 | 30 | 0 | 0 | 0 | 0 | 0 | 0 | 0 |
| GSR | Narrogin - Merridin (via Corrigin) | AINSWORTH | ARDATH | 130.000 | 149.000 | 19.000 | | 40 | 30 | 0 | 0 | 0 | 0 | 0 | 0 | 0 |
| GSR | Narrogin - Merridin (via Corrigin) | ARDATH | BRUCE ROCK | 149.000 | 168.000 | 19.000 | | 40 | 30 | 0 | 0 | 0 | 0 | 0 | 0 | 0 |
| GSR | Narrogin - Merridin (via Corrigin) | BRUCE ROCK | KORBELKA | 168.000 | 189.000 | 21.000 | | 50 | 30 | 0 | 0 | 0 | 0 | 0 | 0 | 0 |
| GSR | Narrogin - Merridin (via Corrigin) | KORBELKA | WEST MERREDIN | 189.000 | 216.000 | 27.000 | | 50 | 30 | 0 | 0 | 0 | 0 | 0 | 0 | 0 |
| GSR | Redmond - Mirambeena | REDMOND | MIRAMBEENA | 0.000 | 2.000 | 2.000 | | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 |
| GSR | Tambellup - Gnowangerup | TAMBELLUP | GNOWANGERUP | 0.000 | 38.000 | 38.000 | | 40 | 30 | 0 | 0 | 0 | 0 | 0 | 0 | 0 |
| GSR | Wagin - Newdegate | WAGIN | BALLAYING | 0.000 | 22.000 | 22.000 | | 80 | 80 | 70 | 0 | 0 | 0 | 0 | 0 | 0 |
| GSR | Wagin - Newdegate | BALLAYING | DUMBLEYUNG | 22.000 | 40.000 | 18.000 | | 80 | 80 | 70 | 0 | 0 | 0 | 0 | 0 | 0 |
| GSR | Wagin - Newdegate | DUMBLEYUNG | MOULYINNING | 40.000 | 62.000 | 22.000 | | 80 | 80 | 70 | 0 | 0 | 0 | 0 | 0 | 0 |
| GSR | Wagin - Newdegate | MOULYINNING | KUKERIN | 62.000 | 79.000 | 17.000 | | 80 | 80 | 70 | 0 | 0 | 0 | 0 | 0 | 0 |
| GSR | Wagin - Newdegate | KUKERIN | TARIN ROCK | 79.000 | 97.000 | 18.000 | | 80 | 80 | 70 | 0 | 0 | 0 | 0 | 0 | 0 |
| GSR | Wagin - Newdegate | TARIN ROCK | LAKE GRACE | 97.000 | 119.000 | 22.000 | | 80 | 80 | 70 | 0 | 0 | 0 | 0 | 0 | 0 |
| GSR | Wagin - Newdegate | LAKE GRACE | BUNICHE | 119.000 | 157.000 | 38.000 | | 60 | 50 | 45 | 0 | 0 | 0 | 0 | 0 | 0 |
| GSR | Wagin - Newdegate | BUNICHE | NEWDEGATE | 157.000 | 182.000 | 25.000 | | 60 | 50 | 45 | 0 | 0 | 0 | 0 | 0 | 0 |
| GSR | Yilliminning - Kulin , Kondinin - Merredin | YILLIMINNING | NOMANS LAKE | 0.000 | 14.000 | 14.000 | | 50 | 40 | 0 | 0 | 0 | 0 | 0 | 0 | 0 |
| GSR | Yilliminning - Kulin , Kondinin - Merredin | NOMANS LAKE | TINCURRIN | 14.000 | 40.000 | 26.000 | | 50 | 40 | 0 | 0 | 0 | 0 | 0 | 0 | 0 |
| GSR | Yilliminning - Kulin , Kondinin - Merredin | TINCURRIN | DUDININ | 40.000 | 59.000 | 19.000 | | 50 | 40 | 0 | 0 | 0 | 0 | 0 | 0 | 0 |
| GSR | Yilliminning - Kulin , Kondinin - Merredin | DUDININ | JITARNING | 59.000 | 74.000 | 15.000 | | 50 | 40 | 0 | 0 | 0 | 0 | 0 | 0 | 0 |
| GSR | Yilliminning - Kulin , Kondinin - Merredin | JITARNING | KULIN | 74.000 | 95.000 | 21.000 | | 50 | 40 | 0 | 0 | 0 | 0 | 0 | 0 | 0 |
| GSR | Yilliminning - Kulin , Kondinin - Merredin | KONDININ | BENDERING | 118.000 | 130.000 | 12.000 | | 40 | 30 | 0 | 0 | 0 | 0 | 0 | 0 | 0 |
| GSR | Yilliminning - Kulin , Kondinin - Merredin | BENDERING | SOUTH KUMMININ | 130.000 | 153.000 | 23.000 | | 40 | 30 | 0 | 0 | 0 | 0 | 0 | 0 | 0 |
| GSR | Yilliminning - Kulin , Kondinin - Merredin | SOUTH KUMMININ | NAREMBEEN | 153.000 | 169.000 | 16.000 | | 40 | 30 | 0 | 0 | 0 | 0 | 0 | 0 | 0 |
| GSR | Yilliminning - Kulin , Kondinin - Merredin | NAREMBEEN | WOGARL | 169.000 | 191.000 | 22.000 | | 50 | 40 | 0 | 0 | 0 | 0 | 0 | 0 | 0 |
| GSR | Yilliminning - Kulin , Kondinin - Merredin | WOGARL | MUNTADGIN | 191.000 | 208.000 | 17.000 | | 50 | 40 | 0 | 0 | 0 | 0 | 0 | 0 | 0 |
| GSR | Yilliminning - Kulin , Kondinin - Merredin | MUNTADGIN | KOONADGIN | 208.000 | 228.000 | 20.000 | | 50 | 40 | 0 | 0 | 0 | 0 | 0 | 0 | 0 |
| GSR | Yilliminning - Kulin , Kondinin - Merredin | KOONADGIN | WEST MERREDIN | 228.000 | 260.000 | 32.000 | | 50 | 40 | 0 | 0 | 0 | 0 | 0 | 0 | 0 |
| GSR | York - Quairading | YORK | GREENHILLS | 0.000 | 23.000 | 23.000 | | 40 | 30 | 0 | 0 | 0 | 0 | 0 | 0 | 0 |
| GSR | York - Quairading | GREENHILLS | MAWSON | 23.000 | 47.000 | 24.000 | | 40 | 30 | 0 | 0 | 0 | 0 | 0 | 0 | 0 |
| GSR | York - Quairading | MAWSON | QUAIRADING | 47.000 | 74.000 | 27.000 | | 40 | 30 | 0 | 0 | 0 | 0 | 0 | 0 | 0 |
| METRO | Ccockburn North - Cockburn South | COCKBURN North | COCKBURN South | 31.400 | 33.000 | 1.600 | | 70 | 65 | 50 | 50 | 0 | 0 | 0 | 0 | 0 |
| METRO | Cockburn East - Cockburn South | COCKBURN East | COCKBURN North | 31.000 | 32.300 | 1.300 | | 80 | 80 | 80 | 80 | 40 | 40 | 0 | 80 | 0 |
| METRO | Robb Jetty - Cockburn North | ESPLANADE | ROBB JETTY | 22.000 | 26.000 | 4.000 | | 80 | 80 | 80 | 80 | 40 | 40 | 0 | 80 | 0 |
| METRO | Robb Jetty - Cockburn North | ROBB JETTY | COCKBURN North | 26.000 | 31.000 | 5.000 | | 80 | 80 | 80 | 80 | 40 | 40 | 0 | 80 | 0 |
| METRO | Woodbridge West - Woodbridge South | WOODBRIDGE West | WOODBRIDGE South | 0.120 | 1.210 | 1.090 | | 80 | 80 | 80 | 80 | 0 | 0 | 0 | 80 | 80 |
| MID WEST | Geraldton - Mullewa | GERALDTON | CBH-GERALDTON | 0.000 | 0.763 | 0.763 | | 60 | 60 | 60 | 60 | 0 | 0 | 0 | 0 | 0 |
| MID WEST | Geraldton - Mullewa | CBH-GERALDTON | WESTERN MINING/AMC (WHARF)-GER | 0.763 | 0.764 | 0.001 | | 60 | 60 | 60 | 60 | 0 | 0 | 0 | 0 | 0 |
| MID WEST | Geraldton - Mullewa | WESTERN MINING/AMC (WHARF)-GER | NARNGULU (SYN RUTILE) | 0.764 | 0.765 | 0.001 | | 60 | 60 | 60 | 60 | 0 | 0 | 0 | 0 | 0 |
| MID WEST | Geraldton - Mullewa | NARNGULU (SYN RUTILE) | MERU (NRN MINERALS) | 0.765 | 0.766 | 0.001 | | 60 | 60 | 60 | 60 | 0 | 0 | 0 | 0 | 0 |
| MID WEST | Geraldton - Mullewa | MERU (NRN MINERALS) | NARNGULU | 0.766 | 13.000 | 12.234 | | 60 | 60 | 60 | 60 | 0 | 0 | 0 | 0 | 0 |
| MID WEST | Geraldton - Mullewa | NARNGULU | NARNGULU EAST | 13.000 | 16.000 | 3.000 | | 80 | 80 | 80 | 80 | 0 | 0 | 0 | 0 | 0 |
| MID WEST | Geraldton - Mullewa | NARNGULU EAST | GRANTS | 16.000 | 24.000 | 8.000 | | 80 | 80 | 80 | 80 | 0 | 0 | 0 | 0 | 0 |
| MID WEST | Geraldton - Mullewa | GRANTS | ERADU | 24.000 | 56.000 | 32.000 | | 80 | 80 | 80 | 80 | 0 | 0 | 0 | 0 | 0 |
| MID WEST | Geraldton - Mullewa | ERADU | NOLA | 56.000 | 73.000 | 17.000 | | 80 | 80 | 80 | 80 | 0 | 0 | 0 | 0 | 0 |
| MID WEST | Geraldton - Mullewa | NOLA | TENINDEWA | 73.000 | 92.000 | 19.000 | | 80 | 80 | 80 | 80 | 0 | 0 | 0 | 0 | 0 |
| MID WEST | Geraldton - Mullewa | TENINDEWA | RUVIDINI | 92.000 | 104.000 | 12.000 | | 80 | 80 | 80 | 80 | 0 | 0 | 0 | 0 | 0 |
| MID WEST | Geraldton - Mullewa | RUVIDINI | MULLEWA | 104.000 | 107.000 | 3.000 | | 80 | 80 | 80 | 80 | 0 | 0 | 0 | 0 | 0 |
| MR | Dongara - Eneabba | DONGARA | ARROWSMITH | 0.000 | 42.000 | 42.000 | | 80 | 70 | 60 | 0 | 0 | 0 | 0 | 0 | 0 |
| MR | Dongara - Eneabba | ARROWSMITH | ENEABBA | 42.000 | 79.700 | 37.700 | | 80 | 70 | 60 | 0 | 0 | 0 | 0 | 0 | 0 |
| MR | Dongara - Eneabba | ENEABBA | ENEABBA - AMC NORTH | 79.700 | 88.000 | 8.300 | | 80 | 70 | 60 | 0 | 0 | 0 | 0 | 0 | 0 |
| MR | Dongara - Eneabba | ENEABBA - AMC NORTH | SOUTH MINE | 88.000 | 94.300 | 6.300 | | 80 | 70 | 60 | 0 | 0 | 0 | 0 | 0 | 0 |
| MR | Millendon Junction - Narngulu | MILLENDON JUNCTION | MILLENDON | 0.000 | 2.000 | 2.000 | | 80 | 70 | 60 | 0 | 0 | 0 | 0 | 0 | 0 |
| MR | Millendon Junction - Narngulu | MILLENDON | MUCHEA | 2.000 | 26.300 | 24.300 | | 80 | 70 | 60 | 0 | 0 | 0 | 0 | 0 | 0 |
| MR | Millendon Junction - Narngulu | MUCHEA | CHANDALA | 26.300 | 31.000 | 4.700 | | 80 | 70 | 60 | 0 | 0 | 0 | 0 | 0 | 0 |
| MR | Millendon Junction - Narngulu | CHANDALA | MOOLIABEENIE | 31.000 | 66.000 | 35.000 | | 80 | 70 | 60 | 0 | 0 | 0 | 0 | 0 | 0 |
| MR | Millendon Junction - Narngulu | MOOLIABEENIE | MOGUMBER | 66.000 | 99.500 | 33.500 | | 60 | 50 | 0 | 0 | 0 | 0 | 0 | 0 | 0 |
| MR | Millendon Junction - Narngulu | MOGUMBER | MOORA | 99.500 | 143.200 | 43.700 | | 60 | 50 | 0 | 0 | 0 | 0 | 0 | 0 | 0 |
| MR | Millendon Junction - Narngulu | MOORA | CAIRN HILL | 143.200 | 160.500 | 17.300 | | 60 | 50 | 0 | 0 | 0 | 0 | 0 | 0 | 0 |
| MR | Millendon Junction - Narngulu | CAIRN HILL | COOMBERDALE | 160.500 | 165.800 | 5.300 | | 60 | 50 | 0 | 0 | 0 | 0 | 0 | 0 | 0 |
| MR | Millendon Junction - Narngulu | COOMBERDALE | WATHEROO | 165.800 | 184.700 | 18.900 | | 60 | 50 | 0 | 0 | 0 | 0 | 0 | 0 | 0 |
| MR | Millendon Junction - Narngulu | WATHEROO | MARCHAGEE | 184.700 | 213.900 | 29.200 | | 60 | 50 | 0 | 0 | 0 | 0 | 0 | 0 | 0 |
| MR | Millendon Junction - Narngulu | MARCHAGEE | COOROW | 213.900 | 234.500 | 20.600 | | 60 | 50 | 0 | 0 | 0 | 0 | 0 | 0 | 0 |
| MR | Millendon Junction - Narngulu | COOROW | CARNAMAH | 234.500 | 262.300 | 27.800 | | 60 | 50 | 0 | 0 | 0 | 0 | 0 | 0 | 0 |
| MR | Millendon Junction - Narngulu | CARNAMAH | THREE SPRINGS | 262.300 | 283.700 | 21.400 | | 60 | 50 | 0 | 0 | 0 | 0 | 0 | 0 | 0 |
| MR | Millendon Junction - Narngulu | THREE SPRINGS | ARRINO | 283.700 | 302.200 | 18.500 | | 60 | 50 | 0 | 0 | 0 | 0 | 0 | 0 | 0 |
| MR | Millendon Junction - Narngulu | ARRINO | YANDANOOKA | 302.200 | 319.000 | 16.800 | | 60 | 50 | 0 | 0 | 0 | 0 | 0 | 0 | 0 |
| MR | Millendon Junction - Narngulu | YANDANOOKA | MINGENEW | 319.000 | 338.000 | 19.000 | | 60 | 50 | 0 | 0 | 0 | 0 | 0 | 0 | 0 |
| MR | Millendon Junction - Narngulu | MINGENEW | STRAWBERRY | 338.000 | 363.000 | 25.000 | | 80 | 70 | 60 | 0 | 0 | 0 | 0 | 0 | 0 |
| MR | Millendon Junction - Narngulu | STRAWBERRY | IRWIN | 363.000 | 376.000 | 13.000 | | 80 | 70 | 60 | 0 | 0 | 0 | 0 | 0 | 0 |
| MR | Millendon Junction - Narngulu | IRWIN | DONGARA | 376.000 | 394.000 | 18.000 | | 80 | 70 | 60 | 0 | 0 | 0 | 0 | 0 | 0 |
| MR | Millendon Junction - Narngulu | DONGARA | BOOKARA | 394.000 | 419.000 | 25.000 | | 80 | 70 | 60 | 0 | 0 | 0 | 0 | 0 | 0 |
| MR | Millendon Junction - Narngulu | BOOKARA | WALKAWAY | 419.000 | 432.900 | 13.900 | | 80 | 70 | 60 | 0 | 0 | 0 | 0 | 0 | 0 |
| MR | Millendon Junction - Narngulu | WALKAWAY | NARNGULU | 432.900 | 452.000 | 19.100 | | 80 | 70 | 60 | 0 | 0 | 0 | 0 | 0 | 0 |
| MR | Toodyay West - Miling | TOODYAY WEST | COONDLE | 0.000 | 9.000 | 9.000 | | 60 | 50 | 0 | 0 | 0 | 0 | 0 | 0 | 0 |
| MR | Toodyay West - Miling | COONDLE | BOLGART | 9.000 | 38.000 | 29.000 | | 60 | 50 | 0 | 0 | 0 | 0 | 0 | 0 | 0 |
| MR | Toodyay West - Miling | BOLGART | CALINGIRI | 38.000 | 61.000 | 23.000 | | 50 | 40 | 0 | 0 | 0 | 0 | 0 | 0 | 0 |
| MR | Toodyay West - Miling | CALINGIRI | YERECOIN | 61.000 | 82.000 | 21.000 | | 50 | 40 | 0 | 0 | 0 | 0 | 0 | 0 | 0 |
| MR | Toodyay West - Miling | YERECOIN | PIAWANING | 82.000 | 91.000 | 9.000 | | 50 | 40 | 0 | 0 | 0 | 0 | 0 | 0 | 0 |
| MR | Toodyay West - Miling | PIAWANING | BINDI BINDI | 91.000 | 115.000 | 24.000 | | 40 | 30 | 0 | 0 | 0 | 0 | 0 | 0 | 0 |
| MR | Toodyay West - Miling | BINDI BINDI | MILING | 115.000 | 135.000 | 20.000 | | 40 | 30 | 0 | 0 | 0 | 0 | 0 | 0 | 0 |
| SOUTH WEST | Alumina Junction - Calcine | ALUMINA JUNCTION | CALCINE | 0.000 | 5.000 | 5.000 | | 60 | 60 | 50 | 40 | 0 | 0 | 0 | 0 | 0 |
| SOUTH WEST | Brunswick Junction - Premier | BRUNSWICK Junction | BRUNSWICK East | 0.000 | 1.653 | 1.653 | | 40 | 40 | 40 | 40 | 0 | 0 | 0 | 0 | 0 |
| SOUTH WEST | Brunswick Junction - Premier | BRUNSWICK East | BEELA | 1.653 | 11.000 | 9.347 | | 50 | 50 | 50 | 50 | 0 | 0 | 0 | 0 | 0 |
| SOUTH WEST | Brunswick Junction - Premier | BEELA | WORSLEY | 11.000 | 23.000 | 12.000 | | 50 | 50 | 50 | 50 | 0 | 0 | 0 | 0 | 0 |
| SOUTH WEST | Brunswick Junction - Premier | WORSLEY | WORSLEY East | 23.000 | 24.000 | 1.000 | | 50 | 50 | 50 | 50 | 0 | 0 | 0 | 0 | 0 |
| SOUTH WEST | Brunswick Junction - Premier | WORSLEY East | COLLIE | 24.000 | 40.000 | 16.000 | | 70 | 70 | 65 | 50 | 0 | 0 | 0 | 0 | 0 |
| SOUTH WEST | Brunswick Junction - Premier | COLLIE | EAST COLLIE JUNCTION | 40.000 | 41.000 | 1.000 | | 70 | 70 | 65 | 50 | 0 | 0 | 0 | 0 | 0 |
| SOUTH WEST | Brunswick Junction - Premier | EAST COLLIE JUNCTION | EWINGTON JUNCTION | 41.000 | 51.000 | 10.000 | | 30 | 30 | 30 | 0 | 0 | 0 | 0 | 0 | 0 |
| SOUTH WEST | Brunswick Junction - Premier | EWINGTON JUNCTION | PREMIER MINE | 51.000 | 53.000 | 2.000 | | 30 | 30 | 30 | 0 | 0 | 0 | 0 | 0 | 0 |
| SOUTH WEST | Brunswick North - Brunswick East | BRUNSWICK North | BRUNSWICK East | 0.000 | 2.000 | 2.000 | | 50 | 50 | 50 | 50 | 0 | 0 | 0 | 0 | 0 |
| SOUTH WEST | Kwinana - Alcoa | KWINANA | Kwinana ALCOA | 0.000 | 3.718 | 3.718 | | 55 | 55 | 55 | 55 | 0 | 0 | 0 | 0 | 0 |
| SOUTH WEST | Kwinana - Alcoa | Kwinana ALCOA | Kwinana ALCOA | 3.718 | 4.314 | 0.596 | | 55 | 55 | 55 | 55 | 0 | 0 | 0 | 0 | 0 |
| SOUTH WEST | Kwinana - Alcoa | Kwinana ALCOA | KWINANA QAC | 4.314 | 5.254 | 0.940 | | 55 | 55 | 55 | 55 | 0 | 0 | 0 | 0 | 0 |
| SOUTH WEST | Kwinana - CBH | KWINANA KBT | KWINANA | 0.000 | 1.000 | 1.000 | | 55 | 55 | 55 | 55 | 40 | 40 | 0 | 0 | 0 |
| SOUTH WEST | Kwinana - CBH | KWINANA | KWINANA CBH | 1.000 | 8.000 | 7.000 | | 55 | 55 | 55 | 55 | 40 | 40 | 0 | 0 | 0 |
| SOUTH WEST | Kwinana - Mundijong | KWINANA | WELLARD | 0.000 | 12.000 | 12.000 | | 80 | 80 | 80 | 80 | 0 | 0 | 0 | 0 | 0 |
| SOUTH WEST | Kwinana - Mundijong | WELLARD | MUNDIJONG Junction | 12.000 | 26.000 | 14.000 | | 80 | 80 | 80 | 80 | 0 | 0 | 0 | 0 | 0 |
| SOUTH WEST | Mundijong Junction - Bunbury | MUNDIJONG Junction | MUNDIJONG | 43.000 | 45.000 | 2.000 | 3 | 115 | 115 | 115 | 115 | 0 | 0 | 0 | 110 | 0 |
| SOUTH WEST | Mundijong Junction - Bunbury | MUNDIJONG | SERPENTINE | 45.000 | 53.000 | 8.000 | 3 | 115 | 115 | 115 | 115 | 0 | 0 | 0 | 110 | 0 |
| SOUTH WEST | Mundijong Junction - Bunbury | SERPENTINE | KEYSBROOK | 53.000 | 61.000 | 8.000 | 3 | 115 | 115 | 115 | 115 | 0 | 0 | 0 | 110 | 0 |
| SOUTH WEST | Mundijong Junction - Bunbury | KEYSBROOK | NORTH DANDALUP | 61.000 | 70.000 | 9.000 | 3 | 115 | 115 | 115 | 115 | 0 | 0 | 0 | 110 | 0 |
| SOUTH WEST | Mundijong Junction - Bunbury | NORTH DANDALUP | DANDALUP | 70.000 | 75.000 | 5.000 | 3 | 115 | 115 | 115 | 115 | 0 | 0 | 0 | 110 | 0 |
| SOUTH WEST | Mundijong Junction - Bunbury | DANDALUP | PINJARRA | 75.000 | 86.000 | 11.000 | 3 | 115 | 115 | 115 | 115 | 0 | 0 | 0 | 110 | 0 |
| SOUTH WEST | Mundijong Junction - Bunbury | PINJARRA | PINJARRA SOUTH | 86.000 | 87.000 | 1.000 | | 80 | 80 | 70 | 70 | 0 | 0 | 0 | 110 | 0 |
| SOUTH WEST | Mundijong Junction - Bunbury | PINJARRA SOUTH | COOLUP | 87.000 | 98.500 | 11.500 | | 80 | 80 | 70 | 70 | 0 | 0 | 0 | 110 | 0 |
| SOUTH WEST | Mundijong Junction - Bunbury | COOLUP | WAROONA | 98.500 | 111.000 | 12.500 | | 80 | 80 | 70 | 70 | 0 | 0 | 0 | 110 | 0 |
| SOUTH WEST | Mundijong Junction - Bunbury | WAROONA | WAGERUP | 111.000 | 117.000 | 6.000 | | 80 | 80 | 70 | 70 | 0 | 0 | 0 | 110 | 0 |
| SOUTH WEST | Mundijong Junction - Bunbury | WAGERUP | YARLOOP | 117.000 | 123.000 | 6.000 | | 80 | 80 | 70 | 70 | 0 | 0 | 0 | 110 | 0 |
| SOUTH WEST | Mundijong Junction - Bunbury | YARLOOP | COOKERNUP | 123.000 | 128.000 | 5.000 | | 80 | 80 | 70 | 70 | 0 | 0 | 0 | 110 | 0 |
| SOUTH WEST | Mundijong Junction - Bunbury | COOKERNUP | WARAWARRUP | 128.000 | 135.500 | 7.500 | | 80 | 80 | 70 | 70 | 0 | 0 | 0 | 110 | 0 |
| SOUTH WEST | Mundijong Junction - Bunbury | WARAWARRUP | HARVEY | 135.500 | 138.000 | 2.500 | | 80 | 80 | 70 | 70 | 0 | 0 | 0 | 110 | 0 |
| SOUTH WEST | Mundijong Junction - Bunbury | HARVEY | BENGER | 138.000 | 149.000 | 11.000 | | 80 | 80 | 70 | 70 | 0 | 0 | 0 | 110 | 0 |
| SOUTH WEST | Mundijong Junction - Bunbury | BENGER | BRUNSWICK North | 149.000 | 157.000 | 8.000 | | 80 | 80 | 70 | 70 | 0 | 0 | 0 | 110 | 0 |
| SOUTH WEST | Mundijong Junction - Bunbury | BRUNSWICK North | BRUNSWICK Junction | 157.000 | 158.000 | 1.000 | | 80 | 80 | 70 | 70 | 0 | 0 | 0 | 110 | 0 |
| SOUTH WEST | Mundijong Junction - Bunbury | BRUNSWICK Junction | BUREKUP | 158.000 | 166.000 | 8.000 | | 80 | 80 | 80 | 80 | 0 | 0 | 0 | 110 | 0 |
| SOUTH WEST | Mundijong Junction - Bunbury | BUREKUP | PICTON (Yard West) | 166.000 | 170.000 | 4.000 | | 80 | 80 | 80 | 80 | 0 | 0 | 0 | 110 | 0 |
| SOUTH WEST | Mundijong Junction - Bunbury | PICTON (Yard West) | PICTON | 170.000 | 175.000 | 5.000 | | 80 | 80 | 80 | 80 | 0 | 0 | 0 | 110 | 0 |
| SOUTH WEST | Mundijong Junction - Bunbury | PICTON | PICTON (Yard East) | 175.000 | 176.000 | 1.000 | | 40 | 40 | 40 | 40 | 0 | 0 | 0 | 70 | 0 |
| SOUTH WEST | Mundijong Junction - Bunbury | PICTON (Yard East) | PICTON (Container) | 176.000 | 177.000 | 1.000 | | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 70 | 0 |
| SOUTH WEST | Mundijong Junction - Bunbury | PICTON (Container) | BUNBURY Terminal | 177.000 | 180.000 | 3.000 | | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 70 | 0 |
| SOUTH WEST | Picton Junction - Lambert | PICTON | PICTON JUNCTION South | 0.000 | 3.000 | 3.000 | | 40 | 40 | 40 | 0 | 0 | 0 | 0 | 0 | 0 |
| SOUTH WEST | Picton Junction - Lambert | PICTON JUNCTION South | BOYANUP | 3.000 | 18.000 | 15.000 | | 70 | 60 | 50 | 0 | 0 | 0 | 0 | 0 | 0 |
| SOUTH WEST | Picton Junction - Lambert | BOYANUP | DONNYBROOK | 18.000 | 34.000 | 16.000 | | 70 | 60 | 50 | 0 | 0 | 0 | 0 | 0 | 0 |
| SOUTH WEST | Picton Junction - Lambert | DONNYBROOK | KIRUP | 34.000 | 53.000 | 19.000 | | 60 | 50 | 50 | 0 | 0 | 0 | 0 | 0 | 0 |
| SOUTH WEST | Picton Junction - Lambert | KIRUP | GREENBUSHES | 53.000 | 78.000 | 25.000 | | 60 | 50 | 50 | 0 | 0 | 0 | 0 | 0 | 0 |
| SOUTH WEST | Picton Junction - Lambert | GREENBUSHES | BRIDGETOWN | 78.000 | 102.000 | 24.000 | | 60 | 50 | 50 | 0 | 0 | 0 | 0 | 0 | 0 |
| SOUTH WEST | Picton Junction - Lambert | BRIDGETOWN | YORNUP | 102.000 | 116.000 | 14.000 | | 60 | 50 | 50 | 0 | 0 | 0 | 0 | 0 | 0 |
| SOUTH WEST | Picton Junction - Lambert | YORNUP | MANJIMUP | 116.000 | 138.000 | 22.000 | | 60 | 50 | 50 | 0 | 0 | 0 | 0 | 0 | 0 |
| SOUTH WEST | Picton Junction - Lambert | MANJIMUP | LAMBERT | 138.000 | 149.000 | 11.000 | | 60 | 50 | 50 | 0 | 0 | 0 | 0 | 0 | 0 |
| SOUTH WEST | Picton Junction - Piction East | PICTON | PICTON (Yard East) | 0.000 | 3.000 | 3.000 | | 40 | 40 | 40 | 40 | 0 | 0 | 0 | 0 | 0 |
| SOUTH WEST | Picton Junction - WACAP (via Harbour Junction) | PICTON | PICTON (Yard East) | 0.000 | 4.000 | 4.000 | | 40 | 40 | 40 | 0 | 0 | 0 | 70 | 0 | 0 |
| SOUTH WEST | Picton Junction - WACAP (via Harbour Junction) | PICTON (Yard East) | BUNBURY Inner Junction | 4.000 | 8.000 | 4.000 | 3 | 115 | 115 | 115 | 115 | 0 | 0 | 70 | 0 | 0 |
| SOUTH WEST | Pinjara - Alumina Junction | PINJARRA | PINJARRA EAST | 0.000 | 1.626 | 1.626 | 3 | 80 | 80 | 80 | 80 | 0 | 0 | 0 | 0 | 0 |
| SOUTH WEST | Pinjara - Alumina Junction | PINJARRA EAST | ALUMINA JUNCTION | 1.626 | 2.000 | 0.374 | 3 | 80 | 80 | 80 | 80 | 0 | 0 | 0 | 0 | 0 |
| SOUTH WEST | Pinjara South - Pinjara East | PINJARRA EAST | PINJARRA SOUTH | 86.000 | 87.000 | 1.000 | | 60 | 60 | 50 | 40 | 0 | 0 | 0 | 0 | 0 |
| SOUTH WEST | Wagerup North - Refinery | WAGERUP | YALUP BROOK | 0.000 | 6.000 | 6.000 | | 70 | 60 | 50 | 40 | 0 | 0 | 0 | 0 | 0 |
| SOUTH WEST | Worlsey - Hamilton | WORSLEY | WORSLEY North | 0.000 | 2.000 | 2.000 | | 50 | 50 | 50 | 50 | 0 | 0 | 0 | 0 | 0 |
| SOUTH WEST | Worlsey - Hamilton | WORSLEY North | HAMILTON | 2.000 | 11.000 | 9.000 | | 70 | 65 | 50 | 50 | 0 | 0 | 0 | 0 | 0 |
| SOUTH WEST | Worsley East - Worsley North | WORSLEY East | WORSLEY North | 0.000 | 1.000 | 1.000 | | 50 | 50 | 50 | 50 | 0 | 0 | 0 | 0 | 0 |
| Loading… |
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Section:
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| Loading… |
| AMERY-KALANNIE |
| AVON YARD-ALBANY |
| AVON YARD-GOOMALLING-WEST MERREDIN |
| AVON YARD-MCLEVIE |
| BRUNSWICK JUNCTION - COLLIE |
| BURAKIN-BONNIE ROCK |
| COLLIE - EWINGTON MINE/PREMIER MINE |
| FORRESTFIELD - PICTON JCTN - INNER HBR |
| GERALDTON-MULLEWA |
| KOOLYANOBBING EAST - ESPERANCE |
| KOOLYANOBBING EAST - WEST KALGOORLIE |
| KWINANA - MUNDIJONG |
| KWINANA-AVON YARD Narrow Gauge |
| KWINANA-FORRESTFIELD-GERALDTON |
| KWINANA-ROBB JETTY-KALGOORLIE |
| LAKE GRACE-HYDEN |
| LEONORA-WEST KALGOORLIE-ESPERANCE |
| MAYA-MULLEWA |
| MT WALTON - KWINANA KBT |
| SOUTHERN CROSS - KWINANA |
| TOODYAY WEST-MILING |
| WAGIN-LAKE GRACE-NEWDEGATE |
| WEST MERREDIN-BULLARING, WEST MERREDIN-KONDININ |
| WYALKATCHEM-MUKINBUDIN |
| ALL NETWORK |
| Standard Gauge |
|
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Details:
|
| Loading… |
| Albany-Elleker |
| Amery-Goomalling |
| Amery-Manmanning |
| Amery-Wyalkatchem |
| Armadale-Kenwick Jctn |
| Armadale-Mundijong |
| Avon Yard-Brookton |
| Avon Yard-Goomalling |
| Avon Yard-Koolyanobbing |
| Avon Yard-Kwinana |
| Avon Yard-Midland |
| Ballaying-Bumbleyung |
| Ballaying-Dumbleyung |
| Ballaying-Wagin |
| Ballidu-Pithara |
| Beacon-Cleary |
| Bendering-Kondinin |
| Beverley-York |
| Bindi Bindi-Miling |
| Bindi Bindi-Piawaning |
| Bolgart-Toodyay West |
| Bowgada-Morawa |
| Brookton-Beverley |
| Brookton-Pingelly |
| Broomehill-Katanning |
| Broomehill-Tambellup |
| Bruce Rock-West Merredin |
| Bruce Rock-Yarding |
| Brunswick Jctn-Collie |
| Brunswick Jctn-Picton (CSBP) |
| Brunswick Jctn-Waroona |
| Bullaring-Corrigin-Bruce Rock |
| Bumbleyung-Tarin Rock |
| Buniche-Lake Grace |
| Buniche-Lake Grace†* |
| Buniche-Newdegate |
| Burakin-Kalannie |
| Burakin-Kulja |
| Cadoux-Manmanning |
| Calcine-Pinjara |
| Canna-Morawa |
| Carnamah-Coorow |
| Carnamah-Three Springs |
| Chandala-Mooliabeenie |
| Cleary-Mollerin |
| Cockburn East-NQRT |
| Collie-Ewington Mine / Premier Mine |
| Collie-Worsley |
| Coomberdale-Mooliabeenie |
| Coorow-Carnamah |
| Coorow-Marchagee |
| Cowcowing-Koorda |
| Cowcowing-Wyalkatchem |
| Cramphorne-Bendering |
| Cranbrook-Tambellup |
| Cuballing-Pingelly |
| Cuballing-Pingelly# |
| Dongara-Carnamah |
| Dongara-Narngulu |
| Dongara-South Mine |
| Dumbleyung-Tarin Rock |
| East Perth Terminal-Midland † |
| Elleker-Cranbrook |
| Esperance-Grass Patch |
| Forrestfield-Avon Yard |
| Forrestfield-Chandala |
| Forrestfield-Kenwick Jctn |
| Forrestfield-Kwinana |
| Frenches-Avon Yard |
| Frenches-Avon Yard |
| Geraldton-Narngulu |
| Geraldton-Narngulu |
| Goomalling-Amery |
| Goomalling-Amery |
| Goomalling-Ballidu |
| Goomalling-Frenches |
| Grass Patch-Esperance |
| Grass Patch-Salmon Gums |
| Hamilton-Worsley |
| Hampton-West Kalgoorlie |
| Hyden-Karlgarin |
| Inner Hbr-Picton Jctn |
| Kalannie-Kirwan |
| Kambalda-Hampton |
| Kambalda-Norseman |
| Kambalda-Redmine |
| Karara-Tilley |
| Karlgarin-Pingaring |
| Katanning-Broomehill |
| Katanning-Woodanilling |
| Kenwick Jctn-Forrestfield |
| Kenwick Junction-Armadale |
| Kirwan-Cadoux |
| Kondinin-West Merredin |
| Kondut-Goomalling |
| Kondut-Goomalling§ |
| Koolyanobbing-Avon Yard |
| Koolyanobbing-West Kalgoorlie |
| Koonadgin-Cramphorne |
| Koorda-Cowcowing |
| Koorda-Mukinbudin |
| Kuender-Lake Grace |
| Kuender-Pingaring |
| Kulja-Beacon |
| Kununoppin-Trayning |
| Kununoppin-West Merredin |
| Kwinana - Mundijong |
| Kwinana-Avon Yard |
| Kwinana-Cockburn East-Midland |
| Kwinana-Forrestfield |
| Kwinana-Midland |
| Lake Grace-Buniche |
| Lake Grace-Kuender |
| Lake Grace-Moulyinning |
| Lake Grace-Moulyinning†† |
| Leonora-West Kalgoorlie |
| Manmanning-Amery |
| Manmanning-Burakin |
| Marchagee-Coomberdale |
| Maya-Latham |
| McLevie-Kondut |
| Midland-Avon Yard |
| Midland-Cockburn East-Kwinana |
| Midland-Kwinana |
| Miling-Bindi Bindi |
| Mollerin-Burakin |
| Mooliabeenie-Forrestfield |
| Mooliabeenie-Watheroo |
| Mooliabennie-Watheroo |
| Morawa-Mullewa |
| Morawa-Perenjori |
| Moulyinning-Ballaying |
| Mukinbudin-Welbungin |
| Mullewa-Canna |
| Mullewa-Northern Gully |
| Mullewa-Pindar |
| Mundijong - Kwinana |
| Mundijong-Armadale |
| Mundijong-Pinjarra |
| Narngulu-Dongara |
| Narngulu-Geraldton |
| Narngulu-Geraldton |
| Narngulu-Northern Gully |
| Narrogin-Cuballing |
| Narrogin-Wagin |
| Newdegate-Bunchie |
| Newdegate-Bunich* |
| Norseman-Salmon Gums |
| Northern Gully-Mullewa |
| Northern Gully-Narngulu |
| NQRT-Robb Jetty |
| Parkeston - West Kalgoorlie |
| Perenjori-Bowgada |
| Piawaning-Bolgart |
| Picton (CSBP)-Picton Jctn |
| Picton Jctn-Brunswick Jctn |
| Picton Jctn-lnner Hrb |
| Pindar-Mullewa |
| Pingaring-Hyden |
| Pingaring-Kuender |
| Pingelly-Brookton |
| Pingelly-Brookton# |
| Pingelly-Narrogin |
| Pinjarra-Calcine |
| Pinjarra-Mundijong |
| Pinjarra-Yarloop |
| Pithara-McLevie |
| Premier Mine / Ewington Mine - Collie |
| Redmine-Kambalda |
| Robb Jetty-Cockburn East/Cockburn South |
| Salmon Gums-Grass Patch |
| Salmon Gums-Kambalda |
| Shackleton-Bruce Rock |
| South Mine-Dongara |
| Tambellup-Albany |
| Tambellup-Broomehill |
| Tarin Rock-Lake Grace |
| Three Springs-Dongara |
| Tilley-Karara |
| Toodyay West-Bindi Bindi |
| Trayning-Kununoppin |
| Wagin Woodanilling |
| Wagin-Ballaying |
| Wagin-Narrogin |
| Wagin-Woodanilling |
| Waroona-Pinjarra |
| Watheroo-Coorow |
| Welbungin-Koorda |
| West Kalgoorlie-Kambalda |
| West Kalgoorlie-Koolyanobbing |
| West Kalgoorlie-Leonora |
| West Kalgoorlie-Parkeston |
| West Merredin-Corrigin-Bullaring |
| West Merredin-Koonadgin |
| West Merredin-Kununoppin |
| Woodanilling-Katanning |
| Woodanilling-Wagin |
| Worsley-Brunswick Jctn |
| Worsley-Hamilton |
| Wyalkatchem-Amery |
| Wyalkatchem-Cowcowing |
| Yarding-Shackleton |
| Yarloop-Brunswick Jctn |
| York-Avon Yard |
|
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Class:
|
| Loading… |
| A |
| AB |
| AC |
| ACB |
| ACC |
| ACD |
| ACN |
| C |
| CBH MP 33 |
| CBH MP27CN |
| CBH MP33CN |
| D |
| DAZ |
| DB |
| DBZ |
| DFZ |
| F |
| G |
| L |
| LQ |
| LZ |
| P |
| Q |
| R |
| S |
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| | | | | |
| CENTRAL | AMERY-KALANNIE | Amery-Goomalling | 80.0 | 1674 | DAZ |
| CENTRAL | AMERY-KALANNIE | Amery-Manmanning | 90.0 | 1441 | A |
| CENTRAL | AMERY-KALANNIE | Amery-Manmanning | 90.0 | 1556 | AB |
| CENTRAL | AMERY-KALANNIE | Amery-Manmanning | 90.0 | 1771 | D |
| CENTRAL | AMERY-KALANNIE | Amery-Manmanning | 90.0 | 1771 | DB |
| CENTRAL | AMERY-KALANNIE | Amery-Manmanning | 90.0 | 1950 | DAZ |
| CENTRAL | AMERY-KALANNIE | Amery-Manmanning | 90.0 | 2145 | DFZ |
| CENTRAL | AMERY-KALANNIE | Amery-Manmanning | 90.0 | 2174 | DBZ |
| CENTRAL | AMERY-KALANNIE | Amery-Manmanning | 90.0 | 2365 | P |
| CENTRAL | AMERY-KALANNIE | Amery-Manmanning | 90.0 | 2531 | CBH MP27CN |
| CENTRAL | AMERY-KALANNIE | Amery-Manmanning | 90.0 | 2888 | CBH MP33CN |
| CENTRAL | AMERY-KALANNIE | Burakin-Kalannie | 80.0 | 1298 | A |
| CENTRAL | AMERY-KALANNIE | Burakin-Kalannie | 80.0 | 1402 | AB |
| CENTRAL | AMERY-KALANNIE | Burakin-Kalannie | 80.0 | 1595 | DB |
| CENTRAL | AMERY-KALANNIE | Burakin-Kalannie | 80.0 | 1595 | D |
| CENTRAL | AMERY-KALANNIE | Burakin-Kalannie | 80.0 | 1674 | DAZ |
| CENTRAL | AMERY-KALANNIE | Burakin-Kalannie | 80.0 | 1934 | DFZ |
| CENTRAL | AMERY-KALANNIE | Burakin-Kalannie | 80.0 | 1958 | DBZ |
| CENTRAL | AMERY-KALANNIE | Burakin-Kalannie | 80.0 | 2123 | P |
| CENTRAL | AMERY-KALANNIE | Burakin-Kalannie | 80.0 | 2280 | CBH MP27CN |
| CENTRAL | AMERY-KALANNIE | Burakin-Kalannie | 80.0 | 2592 | CBH MP33CN |
| CENTRAL | AMERY-KALANNIE | Cadoux-Manmanning | 90.0 | 1441 | A |
| CENTRAL | AMERY-KALANNIE | Cadoux-Manmanning | 90.0 | 1556 | AB |
| CENTRAL | AMERY-KALANNIE | Cadoux-Manmanning | 90.0 | 1771 | D |
| CENTRAL | AMERY-KALANNIE | Cadoux-Manmanning | 90.0 | 1771 | DB |
| CENTRAL | AMERY-KALANNIE | Cadoux-Manmanning | 90.0 | 1860 | DAZ |
| CENTRAL | AMERY-KALANNIE | Cadoux-Manmanning | 90.0 | 2154 | DFZ |
| CENTRAL | AMERY-KALANNIE | Cadoux-Manmanning | 90.0 | 2174 | DBZ |
| CENTRAL | AMERY-KALANNIE | Cadoux-Manmanning | 90.0 | 2365 | P |
| CENTRAL | AMERY-KALANNIE | Cadoux-Manmanning | 90.0 | 2531 | CBH MP27CN |
| CENTRAL | AMERY-KALANNIE | Cadoux-Manmanning | 90.0 | 2888 | CBH MP33CN |
| CENTRAL | AMERY-KALANNIE | Goomalling-Amery | 60.0 | 1284 | DAZ |
| CENTRAL | AMERY-KALANNIE | Kalannie-Kirwan | 90.0 | 1441 | A |
| CENTRAL | AMERY-KALANNIE | Kalannie-Kirwan | 90.0 | 1556 | AB |
| CENTRAL | AMERY-KALANNIE | Kalannie-Kirwan | 90.0 | 1771 | DB |
| CENTRAL | AMERY-KALANNIE | Kalannie-Kirwan | 90.0 | 1771 | D |
| CENTRAL | AMERY-KALANNIE | Kalannie-Kirwan | 90.0 | 1950 | DAZ |
| CENTRAL | AMERY-KALANNIE | Kalannie-Kirwan | 90.0 | 2154 | DFZ |
| CENTRAL | AMERY-KALANNIE | Kalannie-Kirwan | 90.0 | 2174 | DBZ |
| CENTRAL | AMERY-KALANNIE | Kalannie-Kirwan | 90.0 | 2365 | P |
| CENTRAL | AMERY-KALANNIE | Kalannie-Kirwan | 90.0 | 2531 | CBH MP27CN |
| CENTRAL | AMERY-KALANNIE | Kalannie-Kirwan | 90.0 | 2888 | CBH MP33CN |
| CENTRAL | AMERY-KALANNIE | Kirwan-Cadoux | 85.0 | 1375 | A |
| CENTRAL | AMERY-KALANNIE | Kirwan-Cadoux | 85.0 | 1479 | AB |
| CENTRAL | AMERY-KALANNIE | Kirwan-Cadoux | 85.0 | 1683 | D |
| CENTRAL | AMERY-KALANNIE | Kirwan-Cadoux | 85.0 | 1683 | DB |
| CENTRAL | AMERY-KALANNIE | Kirwan-Cadoux | 85.0 | 1683 | D |
| CENTRAL | AMERY-KALANNIE | Kirwan-Cadoux | 85.0 | 1770 | DAZ |
| CENTRAL | AMERY-KALANNIE | Kirwan-Cadoux | 85.0 | 2044 | DFZ |
| CENTRAL | AMERY-KALANNIE | Kirwan-Cadoux | 85.0 | 2066 | DBZ |
| CENTRAL | AMERY-KALANNIE | Kirwan-Cadoux | 85.0 | 2244 | P |
| CENTRAL | AMERY-KALANNIE | Kirwan-Cadoux | 85.0 | 2403 | CBH MP27CN |
| CENTRAL | AMERY-KALANNIE | Kirwan-Cadoux | 85.0 | 2741 | CBH MP33CN |
| CENTRAL | AMERY-KALANNIE | Manmanning-Amery | 100.0 | 1578 | A |
| CENTRAL | AMERY-KALANNIE | Manmanning-Amery | 100.0 | 1705 | AB |
| CENTRAL | AMERY-KALANNIE | Manmanning-Amery | 100.0 | 1941 | DB |
| CENTRAL | AMERY-KALANNIE | Manmanning-Amery | 100.0 | 1941 | D |
| CENTRAL | AMERY-KALANNIE | Manmanning-Amery | 100.0 | 2034 | DAZ |
| CENTRAL | AMERY-KALANNIE | Manmanning-Amery | 100.0 | 2375 | DFZ |
| CENTRAL | AMERY-KALANNIE | Manmanning-Amery | 100.0 | 2383 | DBZ |
| CENTRAL | AMERY-KALANNIE | Manmanning-Amery | 100.0 | 2607 | P |
| CENTRAL | AMERY-KALANNIE | Manmanning-Amery | 100.0 | 2790 | CBH MP27CN |
| CENTRAL | AMERY-KALANNIE | Manmanning-Amery | 100.0 | 3183 | CBH MP33CN |
| CENTRAL | AMERY-KALANNIE | Manmanning-Amery | 100.0 | 3183 | CBH MP33CN |
| CENTRAL | AMERY-KALANNIE | Manmanning-Burakin | 100.0 | 1578 | A |
| CENTRAL | AMERY-KALANNIE | Manmanning-Burakin | 100.0 | 1705 | AB |
| CENTRAL | AMERY-KALANNIE | Manmanning-Burakin | 100.0 | 1941 | D |
| CENTRAL | AMERY-KALANNIE | Manmanning-Burakin | 100.0 | 1941 | DB |
| CENTRAL | AMERY-KALANNIE | Manmanning-Burakin | 100.0 | 2034 | DAZ |
| CENTRAL | AMERY-KALANNIE | Manmanning-Burakin | 100.0 | 2375 | DFZ |
| CENTRAL | AMERY-KALANNIE | Manmanning-Burakin | 100.0 | 2383 | DBZ |
| CENTRAL | AMERY-KALANNIE | Manmanning-Burakin | 100.0 | 2607 | P |
| CENTRAL | AMERY-KALANNIE | Manmanning-Burakin | 100.0 | 2790 | CBH MP27CN |
| CENTRAL | AMERY-KALANNIE | Manmanning-Burakin | 100.0 | 3183 | CBH MP33CN |
| CENTRAL | AVON YARD-GOOMALLING-WEST MERREDIN | Amery-Goomalling | 80.0 | 1298 | A |
| CENTRAL | AVON YARD-GOOMALLING-WEST MERREDIN | Amery-Goomalling | 80.0 | 1402 | AB |
| CENTRAL | AVON YARD-GOOMALLING-WEST MERREDIN | Amery-Goomalling | 80.0 | 1595 | D |
| CENTRAL | AVON YARD-GOOMALLING-WEST MERREDIN | Amery-Goomalling | 80.0 | 1595 | DB |
| CENTRAL | AVON YARD-GOOMALLING-WEST MERREDIN | Amery-Goomalling | 80.0 | 1934 | DFZ |
| CENTRAL | AVON YARD-GOOMALLING-WEST MERREDIN | Amery-Goomalling | 80.0 | 1958 | DBZ |
| CENTRAL | AVON YARD-GOOMALLING-WEST MERREDIN | Amery-Goomalling | 80.0 | 2123 | P |
| CENTRAL | AVON YARD-GOOMALLING-WEST MERREDIN | Amery-Goomalling | 80.0 | 2280 | CBH MP27CN |
| CENTRAL | AVON YARD-GOOMALLING-WEST MERREDIN | Amery-Goomalling | 80.0 | 2592 | CBH MP33CN |
| CENTRAL | AVON YARD-GOOMALLING-WEST MERREDIN | Amery-Wyalkatchem | 60.0 | 995 | A |
| CENTRAL | AVON YARD-GOOMALLING-WEST MERREDIN | Amery-Wyalkatchem | 60.0 | 1072 | AB |
| CENTRAL | AVON YARD-GOOMALLING-WEST MERREDIN | Amery-Wyalkatchem | 60.0 | 1221 | D |
| CENTRAL | AVON YARD-GOOMALLING-WEST MERREDIN | Amery-Wyalkatchem | 60.0 | 1221 | DB |
| CENTRAL | AVON YARD-GOOMALLING-WEST MERREDIN | Amery-Wyalkatchem | 60.0 | 1473 | DFZ |
| CENTRAL | AVON YARD-GOOMALLING-WEST MERREDIN | Amery-Wyalkatchem | 60.0 | 1499 | DBZ |
| CENTRAL | AVON YARD-GOOMALLING-WEST MERREDIN | Amery-Wyalkatchem | 60.0 | 1584 | DAZ |
| CENTRAL | AVON YARD-GOOMALLING-WEST MERREDIN | Amery-Wyalkatchem | 60.0 | 1617 | P |
| CENTRAL | AVON YARD-GOOMALLING-WEST MERREDIN | Amery-Wyalkatchem | 60.0 | 1731 | CBH MP27CN |
| CENTRAL | AVON YARD-GOOMALLING-WEST MERREDIN | Amery-Wyalkatchem | 60.0 | 1974 | CBH MP33CN |
| CENTRAL | AVON YARD-GOOMALLING-WEST MERREDIN | Avon Yard-Goomalling | 80.0 | 1298 | A |
| CENTRAL | AVON YARD-GOOMALLING-WEST MERREDIN | Avon Yard-Goomalling | 80.0 | 1402 | AB |
| CENTRAL | AVON YARD-GOOMALLING-WEST MERREDIN | Avon Yard-Goomalling | 80.0 | 1595 | D |
| CENTRAL | AVON YARD-GOOMALLING-WEST MERREDIN | Avon Yard-Goomalling | 80.0 | 1595 | DB |
| CENTRAL | AVON YARD-GOOMALLING-WEST MERREDIN | Avon Yard-Goomalling | 80.0 | 1674 | DAZ |
| CENTRAL | AVON YARD-GOOMALLING-WEST MERREDIN | Avon Yard-Goomalling | 80.0 | 1934 | DFZ |
| CENTRAL | AVON YARD-GOOMALLING-WEST MERREDIN | Avon Yard-Goomalling | 80.0 | 1958 | DBZ |
| CENTRAL | AVON YARD-GOOMALLING-WEST MERREDIN | Avon Yard-Goomalling | 80.0 | 2123 | P |
| CENTRAL | AVON YARD-GOOMALLING-WEST MERREDIN | Avon Yard-Goomalling | 80.0 | 2280 | CBH MP27CN |
| CENTRAL | AVON YARD-GOOMALLING-WEST MERREDIN | Avon Yard-Goomalling | 80.0 | 2592 | CBH MP33CN |
| CENTRAL | AVON YARD-GOOMALLING-WEST MERREDIN | Frenches-Avon Yard | 160.0 | 2310 | A |
| CENTRAL | AVON YARD-GOOMALLING-WEST MERREDIN | Frenches-Avon Yard | 160.0 | 2486 | AB |
| CENTRAL | AVON YARD-GOOMALLING-WEST MERREDIN | Frenches-Avon Yard | 160.0 | 2827 | DB |
| CENTRAL | AVON YARD-GOOMALLING-WEST MERREDIN | Frenches-Avon Yard | 160.0 | 2827 | D |
| CENTRAL | AVON YARD-GOOMALLING-WEST MERREDIN | Frenches-Avon Yard | 160.0 | 3470 | DBZ |
| CENTRAL | AVON YARD-GOOMALLING-WEST MERREDIN | Frenches-Avon Yard | 160.0 | 3470 | DAZ |
| CENTRAL | AVON YARD-GOOMALLING-WEST MERREDIN | Frenches-Avon Yard | 160.0 | 3557 | DFZ |
| CENTRAL | AVON YARD-GOOMALLING-WEST MERREDIN | Frenches-Avon Yard | 160.0 | 3905 | P |
| CENTRAL | AVON YARD-GOOMALLING-WEST MERREDIN | Frenches-Avon Yard | 160.0 | 4180 | CBH MP27CN |
| CENTRAL | AVON YARD-GOOMALLING-WEST MERREDIN | Frenches-Avon Yard | 160.0 | 4769 | CBH MP33CN |
| CENTRAL | AVON YARD-GOOMALLING-WEST MERREDIN | Goomalling-Amery | 60.0 | 995 | A |
| CENTRAL | AVON YARD-GOOMALLING-WEST MERREDIN | Goomalling-Amery | 60.0 | 1072 | AB |
| CENTRAL | AVON YARD-GOOMALLING-WEST MERREDIN | Goomalling-Amery | 60.0 | 1221 | D |
| CENTRAL | AVON YARD-GOOMALLING-WEST MERREDIN | Goomalling-Amery | 60.0 | 1221 | DB |
| CENTRAL | AVON YARD-GOOMALLING-WEST MERREDIN | Goomalling-Amery | 60.0 | 1473 | DFZ |
| CENTRAL | AVON YARD-GOOMALLING-WEST MERREDIN | Goomalling-Amery | 60.0 | 1499 | DBZ |
| CENTRAL | AVON YARD-GOOMALLING-WEST MERREDIN | Goomalling-Amery | 60.0 | 1617 | P |
| CENTRAL | AVON YARD-GOOMALLING-WEST MERREDIN | Goomalling-Amery | 60.0 | 1731 | CBH MP27CN |
| CENTRAL | AVON YARD-GOOMALLING-WEST MERREDIN | Goomalling-Amery | 60.0 | 1974 | CBH MP33CN |
| CENTRAL | AVON YARD-GOOMALLING-WEST MERREDIN | Goomalling-Frenches | 140.0 | 2079 | A |
| CENTRAL | AVON YARD-GOOMALLING-WEST MERREDIN | Goomalling-Frenches | 140.0 | 2244 | AB |
| CENTRAL | AVON YARD-GOOMALLING-WEST MERREDIN | Goomalling-Frenches | 140.0 | 2552 | D |
| CENTRAL | AVON YARD-GOOMALLING-WEST MERREDIN | Goomalling-Frenches | 140.0 | 2552 | DB |
| CENTRAL | AVON YARD-GOOMALLING-WEST MERREDIN | Goomalling-Frenches | 140.0 | 3120 | DBZ |
| CENTRAL | AVON YARD-GOOMALLING-WEST MERREDIN | Goomalling-Frenches | 140.0 | 3120 | DAZ |
| CENTRAL | AVON YARD-GOOMALLING-WEST MERREDIN | Goomalling-Frenches | 140.0 | 3176 | DFZ |
| CENTRAL | AVON YARD-GOOMALLING-WEST MERREDIN | Goomalling-Frenches | 140.0 | 3487 | P |
| CENTRAL | AVON YARD-GOOMALLING-WEST MERREDIN | Goomalling-Frenches | 140.0 | 3732 | CBH MP27CN |
| CENTRAL | AVON YARD-GOOMALLING-WEST MERREDIN | Goomalling-Frenches | 140.0 | 4257 | CBH MP33CN |
| CENTRAL | AVON YARD-GOOMALLING-WEST MERREDIN | Kununoppin-Trayning | 90.0 | 1441 | A |
| CENTRAL | AVON YARD-GOOMALLING-WEST MERREDIN | Kununoppin-Trayning | 90.0 | 1556 | AB |
| CENTRAL | AVON YARD-GOOMALLING-WEST MERREDIN | Kununoppin-Trayning | 90.0 | 2365 | P |
| CENTRAL | AVON YARD-GOOMALLING-WEST MERREDIN | Kununoppin-West Merredin | 60.0 | 995 | A |
| CENTRAL | AVON YARD-GOOMALLING-WEST MERREDIN | Kununoppin-West Merredin | 60.0 | 1072 | AB |
| CENTRAL | AVON YARD-GOOMALLING-WEST MERREDIN | Kununoppin-West Merredin | 60.0 | 1617 | P |
| CENTRAL | AVON YARD-GOOMALLING-WEST MERREDIN | Trayning-Kununoppin | 100.0 | 1578 | A |
| CENTRAL | AVON YARD-GOOMALLING-WEST MERREDIN | Trayning-Kununoppin | 100.0 | 1705 | AB |
| CENTRAL | AVON YARD-GOOMALLING-WEST MERREDIN | Trayning-Kununoppin | 100.0 | 2607 | P |
| CENTRAL | AVON YARD-GOOMALLING-WEST MERREDIN | West Merredin-Kununoppin | 60.0 | 995 | A |
| CENTRAL | AVON YARD-GOOMALLING-WEST MERREDIN | West Merredin-Kununoppin | 60.0 | 1072 | AB |
| CENTRAL | AVON YARD-GOOMALLING-WEST MERREDIN | West Merredin-Kununoppin | 60.0 | 1617 | P |
| CENTRAL | AVON YARD-GOOMALLING-WEST MERREDIN | Wyalkatchem-Amery | 80.0 | 1298 | A |
| CENTRAL | AVON YARD-GOOMALLING-WEST MERREDIN | Wyalkatchem-Amery | 80.0 | 1402 | AB |
| CENTRAL | AVON YARD-GOOMALLING-WEST MERREDIN | Wyalkatchem-Amery | 80.0 | 1595 | D |
| CENTRAL | AVON YARD-GOOMALLING-WEST MERREDIN | Wyalkatchem-Amery | 80.0 | 1595 | DB |
| CENTRAL | AVON YARD-GOOMALLING-WEST MERREDIN | Wyalkatchem-Amery | 80.0 | 1674 | DAZ |
| CENTRAL | AVON YARD-GOOMALLING-WEST MERREDIN | Wyalkatchem-Amery | 80.0 | 1934 | DFZ |
| CENTRAL | AVON YARD-GOOMALLING-WEST MERREDIN | Wyalkatchem-Amery | 80.0 | 1958 | DBZ |
| CENTRAL | AVON YARD-GOOMALLING-WEST MERREDIN | Wyalkatchem-Amery | 80.0 | 2123 | P |
| CENTRAL | AVON YARD-GOOMALLING-WEST MERREDIN | Wyalkatchem-Amery | 80.0 | 2280 | CBH MP27CN |
| CENTRAL | AVON YARD-GOOMALLING-WEST MERREDIN | Wyalkatchem-Amery | 80.0 | 2592 | CBH MP33CN |
| CENTRAL | AVON YARD-MCLEVIE | Avon Yard-Goomalling | 80.0 | 1298 | A |
| CENTRAL | AVON YARD-MCLEVIE | Avon Yard-Goomalling | 80.0 | 1402 | AB |
| CENTRAL | AVON YARD-MCLEVIE | Avon Yard-Goomalling | 80.0 | 1595 | DB |
| CENTRAL | AVON YARD-MCLEVIE | Avon Yard-Goomalling | 80.0 | 1595 | D |
| CENTRAL | AVON YARD-MCLEVIE | Avon Yard-Goomalling | 80.0 | 1674 | DAZ |
| CENTRAL | AVON YARD-MCLEVIE | Avon Yard-Goomalling | 80.0 | 1934 | DFZ |
| CENTRAL | AVON YARD-MCLEVIE | Avon Yard-Goomalling | 80.0 | 1958 | DBZ |
| CENTRAL | AVON YARD-MCLEVIE | Avon Yard-Goomalling | 80.0 | 2123 | P |
| CENTRAL | AVON YARD-MCLEVIE | Avon Yard-Goomalling | 80.0 | 2280 | CBH MP27CN |
| CENTRAL | AVON YARD-MCLEVIE | Avon Yard-Goomalling | 80.0 | 2592 | CBH MP33CN |
| CENTRAL | AVON YARD-MCLEVIE | Ballidu-Pithara | 60.0 | 995 | A |
| CENTRAL | AVON YARD-MCLEVIE | Ballidu-Pithara | 60.0 | 1072 | AB |
| CENTRAL | AVON YARD-MCLEVIE | Ballidu-Pithara | 60.0 | 1284 | DAZ |
| CENTRAL | AVON YARD-MCLEVIE | Ballidu-Pithara | 60.0 | 1473 | DFZ |
| CENTRAL | AVON YARD-MCLEVIE | Ballidu-Pithara | 60.0 | 1617 | P |
| CENTRAL | AVON YARD-MCLEVIE | Ballidu-Pithara | 60.0 | 1731 | CBH MP27CN |
| CENTRAL | AVON YARD-MCLEVIE | Frenches-Avon Yard | 160.0 | 2310 | A |
| CENTRAL | AVON YARD-MCLEVIE | Frenches-Avon Yard | 160.0 | 2486 | AB |
| CENTRAL | AVON YARD-MCLEVIE | Frenches-Avon Yard | 160.0 | 2827 | D |
| CENTRAL | AVON YARD-MCLEVIE | Frenches-Avon Yard | 160.0 | 2827 | DB |
| CENTRAL | AVON YARD-MCLEVIE | Frenches-Avon Yard | 160.0 | 3470 | DBZ |
| CENTRAL | AVON YARD-MCLEVIE | Frenches-Avon Yard | 160.0 | 3470 | DAZ |
| CENTRAL | AVON YARD-MCLEVIE | Frenches-Avon Yard | 160.0 | 3557 | DFZ |
| CENTRAL | AVON YARD-MCLEVIE | Frenches-Avon Yard | 160.0 | 3905 | P |
| CENTRAL | AVON YARD-MCLEVIE | Frenches-Avon Yard | 160.0 | 4180 | CBH MP27CN |
| CENTRAL | AVON YARD-MCLEVIE | Frenches-Avon Yard | 160.0 | 4769 | CBH MP33CN |
| CENTRAL | AVON YARD-MCLEVIE | Goomalling-Ballidu | 60.0 | 995 | A |
| CENTRAL | AVON YARD-MCLEVIE | Goomalling-Ballidu | 60.0 | 1072 | AB |
| CENTRAL | AVON YARD-MCLEVIE | Goomalling-Ballidu | 60.0 | 1284 | DAZ |
| CENTRAL | AVON YARD-MCLEVIE | Goomalling-Ballidu | 60.0 | 1473 | DFZ |
| CENTRAL | AVON YARD-MCLEVIE | Goomalling-Ballidu | 60.0 | 1617 | P |
| CENTRAL | AVON YARD-MCLEVIE | Goomalling-Ballidu | 60.0 | 1731 | CBH MP27CN |
| CENTRAL | AVON YARD-MCLEVIE | Goomalling-Frenches | 140.0 | 2079 | A |
| CENTRAL | AVON YARD-MCLEVIE | Goomalling-Frenches | 140.0 | 2244 | AB |
| CENTRAL | AVON YARD-MCLEVIE | Goomalling-Frenches | 140.0 | 2552 | DB |
| CENTRAL | AVON YARD-MCLEVIE | Goomalling-Frenches | 140.0 | 2552 | D |
| CENTRAL | AVON YARD-MCLEVIE | Goomalling-Frenches | 140.0 | 3120 | DBZ |
| CENTRAL | AVON YARD-MCLEVIE | Goomalling-Frenches | 140.0 | 3120 | DAZ |
| CENTRAL | AVON YARD-MCLEVIE | Goomalling-Frenches | 140.0 | 3176 | DFZ |
| CENTRAL | AVON YARD-MCLEVIE | Goomalling-Frenches | 140.0 | 3487 | P |
| CENTRAL | AVON YARD-MCLEVIE | Goomalling-Frenches | 140.0 | 3732 | CBH MP27CN |
| CENTRAL | AVON YARD-MCLEVIE | Goomalling-Frenches | 140.0 | 4257 | CBH MP33CN |
| CENTRAL | AVON YARD-MCLEVIE | Kondut-Goomalling | 60.0 | 1284 | DAZ |
| CENTRAL | AVON YARD-MCLEVIE | Kondut-Goomalling | 60.0 | 1473 | DFZ |
| CENTRAL | AVON YARD-MCLEVIE | Kondut-Goomalling | 60.0 | 1731 | CBH MP27CN |
| CENTRAL | AVON YARD-MCLEVIE | Kondut-Goomalling§ | 60.0 | 995 | A |
| CENTRAL | AVON YARD-MCLEVIE | Kondut-Goomalling§ | 60.0 | 1072 | AB |
| CENTRAL | AVON YARD-MCLEVIE | Kondut-Goomalling§ | 60.0 | 1617 | P |
| CENTRAL | AVON YARD-MCLEVIE | McLevie-Kondut | 60.0 | 995 | A |
| CENTRAL | AVON YARD-MCLEVIE | McLevie-Kondut | 60.0 | 1072 | AB |
| CENTRAL | AVON YARD-MCLEVIE | McLevie-Kondut | 60.0 | 1284 | DAZ |
| CENTRAL | AVON YARD-MCLEVIE | McLevie-Kondut | 60.0 | 1473 | DFZ |
| CENTRAL | AVON YARD-MCLEVIE | McLevie-Kondut | 60.0 | 1617 | P |
| CENTRAL | AVON YARD-MCLEVIE | McLevie-Kondut | 60.0 | 1731 | CBH MP27CN |
| CENTRAL | AVON YARD-MCLEVIE | Pithara-McLevie | 65.0 | 1072 | A |
| CENTRAL | AVON YARD-MCLEVIE | Pithara-McLevie | 65.0 | 1160 | AB |
| CENTRAL | AVON YARD-MCLEVIE | Pithara-McLevie | 65.0 | 1386 | DAZ |
| CENTRAL | AVON YARD-MCLEVIE | Pithara-McLevie | 65.0 | 1593 | DFZ |
| CENTRAL | AVON YARD-MCLEVIE | Pithara-McLevie | 65.0 | 1749 | P |
| CENTRAL | AVON YARD-MCLEVIE | Pithara-McLevie | 65.0 | 1873 | CBH MP27CN |
| CENTRAL | BURAKIN-BONNIE ROCK | Beacon-Cleary | 140.0 | 2079 | A |
| CENTRAL | BURAKIN-BONNIE ROCK | Beacon-Cleary | 140.0 | 2244 | AB |
| CENTRAL | BURAKIN-BONNIE ROCK | Beacon-Cleary | 140.0 | 3120 | DAZ |
| CENTRAL | BURAKIN-BONNIE ROCK | Beacon-Cleary | 140.0 | 3176 | DFZ |
| CENTRAL | BURAKIN-BONNIE ROCK | Beacon-Cleary | 140.0 | 3487 | P |
| CENTRAL | BURAKIN-BONNIE ROCK | Beacon-Cleary | 140.0 | 3732 | CBH MP27CN |
| CENTRAL | BURAKIN-BONNIE ROCK | Burakin-Kulja | 100.0 | 1578 | A |
| CENTRAL | BURAKIN-BONNIE ROCK | Burakin-Kulja | 100.0 | 1705 | AB |
| CENTRAL | BURAKIN-BONNIE ROCK | Burakin-Kulja | 100.0 | 2034 | DAZ |
| CENTRAL | BURAKIN-BONNIE ROCK | Burakin-Kulja | 100.0 | 2375 | DFZ |
| CENTRAL | BURAKIN-BONNIE ROCK | Burakin-Kulja | 100.0 | 2607 | P |
| CENTRAL | BURAKIN-BONNIE ROCK | Burakin-Kulja | 100.0 | 2790 | CBH MP27CN |
| CENTRAL | BURAKIN-BONNIE ROCK | Cleary-Mollerin | 100.0 | 1578 | A |
| CENTRAL | BURAKIN-BONNIE ROCK | Cleary-Mollerin | 100.0 | 1705 | AB |
| CENTRAL | BURAKIN-BONNIE ROCK | Cleary-Mollerin | 100.0 | 2034 | DAZ |
| CENTRAL | BURAKIN-BONNIE ROCK | Cleary-Mollerin | 100.0 | 2375 | DFZ |
| CENTRAL | BURAKIN-BONNIE ROCK | Cleary-Mollerin | 100.0 | 2607 | P |
| CENTRAL | BURAKIN-BONNIE ROCK | Cleary-Mollerin | 100.0 | 2790 | CBH MP27CN |
| CENTRAL | BURAKIN-BONNIE ROCK | Kulja-Beacon | 85.0 | 1375 | A |
| CENTRAL | BURAKIN-BONNIE ROCK | Kulja-Beacon | 85.0 | 1479 | AB |
| CENTRAL | BURAKIN-BONNIE ROCK | Kulja-Beacon | 85.0 | 1770 | DAZ |
| CENTRAL | BURAKIN-BONNIE ROCK | Kulja-Beacon | 85.0 | 2044 | DFZ |
| CENTRAL | BURAKIN-BONNIE ROCK | Kulja-Beacon | 85.0 | 2244 | P |
| CENTRAL | BURAKIN-BONNIE ROCK | Kulja-Beacon | 85.0 | 2403 | CBH MP27CN |
| CENTRAL | BURAKIN-BONNIE ROCK | Mollerin-Burakin | 90.0 | 1441 | A |
| CENTRAL | BURAKIN-BONNIE ROCK | Mollerin-Burakin | 90.0 | 1556 | AB |
| CENTRAL | BURAKIN-BONNIE ROCK | Mollerin-Burakin | 90.0 | 1860 | DAZ |
| CENTRAL | BURAKIN-BONNIE ROCK | Mollerin-Burakin | 90.0 | 2154 | DFZ |
| CENTRAL | BURAKIN-BONNIE ROCK | Mollerin-Burakin | 90.0 | 2365 | P |
| CENTRAL | BURAKIN-BONNIE ROCK | Mollerin-Burakin | 90.0 | 2531 | CBH MP27CN |
| CENTRAL | WEST MERREDIN-BULLARING, WEST MERREDIN-KONDININ | Bendering-Kondinin | 90.0 | 1441 | A |
| CENTRAL | WEST MERREDIN-BULLARING, WEST MERREDIN-KONDININ | Bendering-Kondinin | 90.0 | 1556 | AB |
| CENTRAL | WEST MERREDIN-BULLARING, WEST MERREDIN-KONDININ | Bendering-Kondinin | 90.0 | 2365 | P |
| CENTRAL | WEST MERREDIN-BULLARING, WEST MERREDIN-KONDININ | Bruce Rock-West Merredin | 75.0 | 1226 | A |
| CENTRAL | WEST MERREDIN-BULLARING, WEST MERREDIN-KONDININ | Bruce Rock-West Merredin | 75.0 | 1320 | AB |
| CENTRAL | WEST MERREDIN-BULLARING, WEST MERREDIN-KONDININ | Bruce Rock-West Merredin | 75.0 | 2002 | P |
| CENTRAL | WEST MERREDIN-BULLARING, WEST MERREDIN-KONDININ | Bruce Rock-Yarding | 62.5 | 1034 | A |
| CENTRAL | WEST MERREDIN-BULLARING, WEST MERREDIN-KONDININ | Bruce Rock-Yarding | 62.5 | 1116 | AB |
| CENTRAL | WEST MERREDIN-BULLARING, WEST MERREDIN-KONDININ | Bruce Rock-Yarding | 62.5 | 1683 | P |
| CENTRAL | WEST MERREDIN-BULLARING, WEST MERREDIN-KONDININ | Bullaring-Corrigin-Bruce Rock | 80.0 | 1298 | A |
| CENTRAL | WEST MERREDIN-BULLARING, WEST MERREDIN-KONDININ | Bullaring-Corrigin-Bruce Rock | 80.0 | 1402 | AB |
| CENTRAL | WEST MERREDIN-BULLARING, WEST MERREDIN-KONDININ | Bullaring-Corrigin-Bruce Rock | 80.0 | 2123 | P |
| CENTRAL | WEST MERREDIN-BULLARING, WEST MERREDIN-KONDININ | Cramphorne-Bendering | 60.0 | 995 | A |
| CENTRAL | WEST MERREDIN-BULLARING, WEST MERREDIN-KONDININ | Cramphorne-Bendering | 60.0 | 1072 | AB |
| CENTRAL | WEST MERREDIN-BULLARING, WEST MERREDIN-KONDININ | Cramphorne-Bendering | 60.0 | 1617 | P |
| CENTRAL | WEST MERREDIN-BULLARING, WEST MERREDIN-KONDININ | Kondinin-West Merredin | 60.0 | 995 | A |
| CENTRAL | WEST MERREDIN-BULLARING, WEST MERREDIN-KONDININ | Kondinin-West Merredin | 60.0 | 1072 | AB |
| CENTRAL | WEST MERREDIN-BULLARING, WEST MERREDIN-KONDININ | Kondinin-West Merredin | 60.0 | 1617 | P |
| CENTRAL | WEST MERREDIN-BULLARING, WEST MERREDIN-KONDININ | Koonadgin-Cramphorne | 90.0 | 1441 | A |
| CENTRAL | WEST MERREDIN-BULLARING, WEST MERREDIN-KONDININ | Koonadgin-Cramphorne | 90.0 | 1556 | AB |
| CENTRAL | WEST MERREDIN-BULLARING, WEST MERREDIN-KONDININ | Koonadgin-Cramphorne | 90.0 | 2365 | P |
| CENTRAL | WEST MERREDIN-BULLARING, WEST MERREDIN-KONDININ | Shackleton-Bruce Rock | 60.0 | 995 | A |
| CENTRAL | WEST MERREDIN-BULLARING, WEST MERREDIN-KONDININ | Shackleton-Bruce Rock | 60.0 | 1072 | AB |
| CENTRAL | WEST MERREDIN-BULLARING, WEST MERREDIN-KONDININ | Shackleton-Bruce Rock | 60.0 | 1617 | P |
| CENTRAL | WEST MERREDIN-BULLARING, WEST MERREDIN-KONDININ | West Merredin-Corrigin-Bullaring | 60.0 | 995 | A |
| CENTRAL | WEST MERREDIN-BULLARING, WEST MERREDIN-KONDININ | West Merredin-Corrigin-Bullaring | 60.0 | 1072 | AB |
| CENTRAL | WEST MERREDIN-BULLARING, WEST MERREDIN-KONDININ | West Merredin-Corrigin-Bullaring | 60.0 | 1617 | P |
| CENTRAL | WEST MERREDIN-BULLARING, WEST MERREDIN-KONDININ | West Merredin-Koonadgin | 60.0 | 995 | A |
| CENTRAL | WEST MERREDIN-BULLARING, WEST MERREDIN-KONDININ | West Merredin-Koonadgin | 60.0 | 1072 | AB |
| CENTRAL | WEST MERREDIN-BULLARING, WEST MERREDIN-KONDININ | West Merredin-Koonadgin | 60.0 | 1617 | P |
| CENTRAL | WEST MERREDIN-BULLARING, WEST MERREDIN-KONDININ | Yarding-Shackleton | 60.0 | 995 | A |
| CENTRAL | WEST MERREDIN-BULLARING, WEST MERREDIN-KONDININ | Yarding-Shackleton | 60.0 | 1072 | AB |
| CENTRAL | WEST MERREDIN-BULLARING, WEST MERREDIN-KONDININ | Yarding-Shackleton | 60.0 | 1617 | P |
| CENTRAL | WYALKATCHEM-MUKINBUDIN | Cowcowing-Koorda | 100.0 | 1578 | A |
| CENTRAL | WYALKATCHEM-MUKINBUDIN | Cowcowing-Koorda | 100.0 | 1705 | AB |
| CENTRAL | WYALKATCHEM-MUKINBUDIN | Cowcowing-Koorda | 100.0 | 1941 | D |
| CENTRAL | WYALKATCHEM-MUKINBUDIN | Cowcowing-Koorda | 100.0 | 1941 | DB |
| CENTRAL | WYALKATCHEM-MUKINBUDIN | Cowcowing-Koorda | 100.0 | 2034 | DAZ |
| CENTRAL | WYALKATCHEM-MUKINBUDIN | Cowcowing-Koorda | 100.0 | 2375 | DFZ |
| CENTRAL | WYALKATCHEM-MUKINBUDIN | Cowcowing-Koorda | 100.0 | 2383 | DBZ |
| CENTRAL | WYALKATCHEM-MUKINBUDIN | Cowcowing-Koorda | 100.0 | 2607 | P |
| CENTRAL | WYALKATCHEM-MUKINBUDIN | Cowcowing-Koorda | 100.0 | 2790 | CBH MP27CN |
| CENTRAL | WYALKATCHEM-MUKINBUDIN | Cowcowing-Koorda | 100.0 | 3183 | CBH MP33CN |
| CENTRAL | WYALKATCHEM-MUKINBUDIN | Cowcowing-Wyalkatchem | 60.0 | 995 | A |
| CENTRAL | WYALKATCHEM-MUKINBUDIN | Cowcowing-Wyalkatchem | 60.0 | 1072 | AB |
| CENTRAL | WYALKATCHEM-MUKINBUDIN | Cowcowing-Wyalkatchem | 60.0 | 1221 | DB |
| CENTRAL | WYALKATCHEM-MUKINBUDIN | Cowcowing-Wyalkatchem | 60.0 | 1221 | D |
| CENTRAL | WYALKATCHEM-MUKINBUDIN | Cowcowing-Wyalkatchem | 60.0 | 1284 | DAZ |
| CENTRAL | WYALKATCHEM-MUKINBUDIN | Cowcowing-Wyalkatchem | 60.0 | 1473 | DFZ |
| CENTRAL | WYALKATCHEM-MUKINBUDIN | Cowcowing-Wyalkatchem | 60.0 | 1499 | DBZ |
| CENTRAL | WYALKATCHEM-MUKINBUDIN | Cowcowing-Wyalkatchem | 60.0 | 1617 | P |
| CENTRAL | WYALKATCHEM-MUKINBUDIN | Cowcowing-Wyalkatchem | 60.0 | 1731 | CBH MP27CN |
| CENTRAL | WYALKATCHEM-MUKINBUDIN | Cowcowing-Wyalkatchem | 60.0 | 1974 | CBH MP33CN |
| CENTRAL | WYALKATCHEM-MUKINBUDIN | Koorda-Cowcowing | 65.0 | 1072 | A |
| CENTRAL | WYALKATCHEM-MUKINBUDIN | Koorda-Cowcowing | 65.0 | 1160 | AB |
| CENTRAL | WYALKATCHEM-MUKINBUDIN | Koorda-Cowcowing | 65.0 | 1320 | D |
| CENTRAL | WYALKATCHEM-MUKINBUDIN | Koorda-Cowcowing | 65.0 | 1320 | DB |
| CENTRAL | WYALKATCHEM-MUKINBUDIN | Koorda-Cowcowing | 65.0 | 1386 | DAZ |
| CENTRAL | WYALKATCHEM-MUKINBUDIN | Koorda-Cowcowing | 65.0 | 1593 | DFZ |
| CENTRAL | WYALKATCHEM-MUKINBUDIN | Koorda-Cowcowing | 65.0 | 1620 | DBZ |
| CENTRAL | WYALKATCHEM-MUKINBUDIN | Koorda-Cowcowing | 65.0 | 1749 | P |
| CENTRAL | WYALKATCHEM-MUKINBUDIN | Koorda-Cowcowing | 65.0 | 1873 | CBH MP27CN |
| CENTRAL | WYALKATCHEM-MUKINBUDIN | Koorda-Cowcowing | 65.0 | 2136 | CBH MP33CN |
| CENTRAL | WYALKATCHEM-MUKINBUDIN | Koorda-Mukinbudin | 60.0 | 995 | A |
| CENTRAL | WYALKATCHEM-MUKINBUDIN | Koorda-Mukinbudin | 60.0 | 1072 | AB |
| CENTRAL | WYALKATCHEM-MUKINBUDIN | Koorda-Mukinbudin | 60.0 | 1221 | DB |
| CENTRAL | WYALKATCHEM-MUKINBUDIN | Koorda-Mukinbudin | 60.0 | 1221 | D |
| CENTRAL | WYALKATCHEM-MUKINBUDIN | Koorda-Mukinbudin | 60.0 | 1284 | DAZ |
| CENTRAL | WYALKATCHEM-MUKINBUDIN | Koorda-Mukinbudin | 60.0 | 1473 | DFZ |
| CENTRAL | WYALKATCHEM-MUKINBUDIN | Koorda-Mukinbudin | 60.0 | 1499 | DBZ |
| CENTRAL | WYALKATCHEM-MUKINBUDIN | Koorda-Mukinbudin | 60.0 | 1617 | P |
| CENTRAL | WYALKATCHEM-MUKINBUDIN | Koorda-Mukinbudin | 60.0 | 1731 | CBH MP27CN |
| CENTRAL | WYALKATCHEM-MUKINBUDIN | Koorda-Mukinbudin | 60.0 | 1974 | CBH MP33CN |
| CENTRAL | WYALKATCHEM-MUKINBUDIN | Mukinbudin-Welbungin | 65.0 | 1072 | A |
| CENTRAL | WYALKATCHEM-MUKINBUDIN | Mukinbudin-Welbungin | 65.0 | 1160 | AB |
| CENTRAL | WYALKATCHEM-MUKINBUDIN | Mukinbudin-Welbungin | 65.0 | 1320 | D |
| CENTRAL | WYALKATCHEM-MUKINBUDIN | Mukinbudin-Welbungin | 65.0 | 1320 | DB |
| CENTRAL | WYALKATCHEM-MUKINBUDIN | Mukinbudin-Welbungin | 65.0 | 1386 | DAZ |
| CENTRAL | WYALKATCHEM-MUKINBUDIN | Mukinbudin-Welbungin | 65.0 | 1593 | DFZ |
| CENTRAL | WYALKATCHEM-MUKINBUDIN | Mukinbudin-Welbungin | 65.0 | 1620 | DBZ |
| CENTRAL | WYALKATCHEM-MUKINBUDIN | Mukinbudin-Welbungin | 65.0 | 1749 | P |
| CENTRAL | WYALKATCHEM-MUKINBUDIN | Mukinbudin-Welbungin | 65.0 | 1873 | CBH MP27CN |
| CENTRAL | WYALKATCHEM-MUKINBUDIN | Mukinbudin-Welbungin | 65.0 | 2136 | CBH MP33CN |
| CENTRAL | WYALKATCHEM-MUKINBUDIN | Welbungin-Koorda | 60.0 | 995 | A |
| CENTRAL | WYALKATCHEM-MUKINBUDIN | Welbungin-Koorda | 60.0 | 1072 | AB |
| CENTRAL | WYALKATCHEM-MUKINBUDIN | Welbungin-Koorda | 60.0 | 1221 | DB |
| CENTRAL | WYALKATCHEM-MUKINBUDIN | Welbungin-Koorda | 60.0 | 1221 | D |
| CENTRAL | WYALKATCHEM-MUKINBUDIN | Welbungin-Koorda | 60.0 | 1284 | DAZ |
| CENTRAL | WYALKATCHEM-MUKINBUDIN | Welbungin-Koorda | 60.0 | 1473 | DFZ |
| CENTRAL | WYALKATCHEM-MUKINBUDIN | Welbungin-Koorda | 60.0 | 1499 | DBZ |
| CENTRAL | WYALKATCHEM-MUKINBUDIN | Welbungin-Koorda | 60.0 | 1617 | P |
| CENTRAL | WYALKATCHEM-MUKINBUDIN | Welbungin-Koorda | 60.0 | 1731 | CBH MP27CN |
| CENTRAL | WYALKATCHEM-MUKINBUDIN | Welbungin-Koorda | 60.0 | 1974 | CBH MP33CN |
| CENTRAL | WYALKATCHEM-MUKINBUDIN | Wyalkatchem-Cowcowing | 60.0 | 995 | A |
| CENTRAL | WYALKATCHEM-MUKINBUDIN | Wyalkatchem-Cowcowing | 60.0 | 1072 | AB |
| CENTRAL | WYALKATCHEM-MUKINBUDIN | Wyalkatchem-Cowcowing | 60.0 | 1221 | D |
| CENTRAL | WYALKATCHEM-MUKINBUDIN | Wyalkatchem-Cowcowing | 60.0 | 1221 | DB |
| CENTRAL | WYALKATCHEM-MUKINBUDIN | Wyalkatchem-Cowcowing | 60.0 | 1284 | DAZ |
| CENTRAL | WYALKATCHEM-MUKINBUDIN | Wyalkatchem-Cowcowing | 60.0 | 1473 | DFZ |
| CENTRAL | WYALKATCHEM-MUKINBUDIN | Wyalkatchem-Cowcowing | 60.0 | 1499 | DBZ |
| CENTRAL | WYALKATCHEM-MUKINBUDIN | Wyalkatchem-Cowcowing | 60.0 | 1617 | P |
| CENTRAL | WYALKATCHEM-MUKINBUDIN | Wyalkatchem-Cowcowing | 60.0 | 1731 | CBH MP27CN |
| CENTRAL | WYALKATCHEM-MUKINBUDIN | Wyalkatchem-Cowcowing | 60.0 | 1974 | CBH MP33CN |
| EGR | KWINANA-AVON YARD Narrow Gauge | Avon Yard-Kwinana | 200.0 | 4077 | DAZ |
| EGR | KWINANA-AVON YARD Narrow Gauge | Avon Yard-Kwinana | 200.0 | 4249 | DFZ |
| EGR | KWINANA-AVON YARD Narrow Gauge | Avon Yard-Kwinana | 200.0 | 4992 | CBH MP27CN |
| EGR | KWINANA-AVON YARD Narrow Gauge | Avon Yard-Kwinana | 200.0 | 5694 | CBH MP33CN |
| EGR | KWINANA-AVON YARD Narrow Gauge | Avon Yard-Midland | 200.0 | 1160 | F |
| EGR | KWINANA-AVON YARD Narrow Gauge | Avon Yard-Midland | 200.0 | 2400 | C |
| EGR | KWINANA-AVON YARD Narrow Gauge | Avon Yard-Midland | 200.0 | 2706 | A |
| EGR | KWINANA-AVON YARD Narrow Gauge | Avon Yard-Midland | 200.0 | 2920 | AB |
| EGR | KWINANA-AVON YARD Narrow Gauge | Avon Yard-Midland | 200.0 | 3322 | D |
| EGR | KWINANA-AVON YARD Narrow Gauge | Avon Yard-Midland | 200.0 | 3322 | DB |
| EGR | KWINANA-AVON YARD Narrow Gauge | Avon Yard-Midland | 200.0 | 4007 | DBZ |
| EGR | KWINANA-AVON YARD Narrow Gauge | Avon Yard-Midland | 200.0 | 4664 | P |
| EGR | KWINANA-AVON YARD Narrow Gauge | Forrestfield-Avon Yard | 200.0 | 1160 | F |
| EGR | KWINANA-AVON YARD Narrow Gauge | Forrestfield-Avon Yard | 200.0 | 2400 | C |
| EGR | KWINANA-AVON YARD Narrow Gauge | Forrestfield-Avon Yard | 200.0 | 2706 | A |
| EGR | KWINANA-AVON YARD Narrow Gauge | Forrestfield-Avon Yard | 200.0 | 2920 | AB |
| EGR | KWINANA-AVON YARD Narrow Gauge | Forrestfield-Avon Yard | 200.0 | 3322 | D |
| EGR | KWINANA-AVON YARD Narrow Gauge | Forrestfield-Avon Yard | 200.0 | 3322 | DB |
| EGR | KWINANA-AVON YARD Narrow Gauge | Forrestfield-Avon Yard | 200.0 | 4007 | DBZ |
| EGR | KWINANA-AVON YARD Narrow Gauge | Forrestfield-Avon Yard | 200.0 | 4664 | P |
| EGR | KWINANA-AVON YARD Narrow Gauge | Kwinana-Avon Yard | 200.0 | 4077 | DAZ |
| EGR | KWINANA-AVON YARD Narrow Gauge | Kwinana-Avon Yard | 200.0 | 4249 | DFZ |
| EGR | KWINANA-AVON YARD Narrow Gauge | Kwinana-Avon Yard | 200.0 | 4992 | CBH MP27CN |
| EGR | KWINANA-AVON YARD Narrow Gauge | Kwinana-Avon Yard | 200.0 | 5694 | CBH MP33CN |
| EGR | KWINANA-AVON YARD Narrow Gauge | Kwinana-Midland | 200.0 | 1160 | F |
| EGR | KWINANA-AVON YARD Narrow Gauge | Kwinana-Midland | 200.0 | 2400 | C |
| EGR | KWINANA-AVON YARD Narrow Gauge | Kwinana-Midland | 200.0 | 2706 | A |
| EGR | KWINANA-AVON YARD Narrow Gauge | Kwinana-Midland | 200.0 | 2920 | AB |
| EGR | KWINANA-AVON YARD Narrow Gauge | Kwinana-Midland | 200.0 | 3322 | D |
| EGR | KWINANA-AVON YARD Narrow Gauge | Kwinana-Midland | 200.0 | 3322 | DB |
| EGR | KWINANA-AVON YARD Narrow Gauge | Kwinana-Midland | 200.0 | 4007 | DBZ |
| EGR | KWINANA-AVON YARD Narrow Gauge | Kwinana-Midland | 200.0 | 4664 | P |
| EGR | KWINANA-AVON YARD Narrow Gauge | Midland-Kwinana | 200.0 | 1160 | F |
| EGR | KWINANA-AVON YARD Narrow Gauge | Midland-Kwinana | 200.0 | 2400 | C |
| EGR | KWINANA-AVON YARD Narrow Gauge | Midland-Kwinana | 200.0 | 2706 | A |
| EGR | KWINANA-AVON YARD Narrow Gauge | Midland-Kwinana | 200.0 | 2920 | AB |
| EGR | KWINANA-AVON YARD Narrow Gauge | Midland-Kwinana | 200.0 | 3322 | D |
| EGR | KWINANA-AVON YARD Narrow Gauge | Midland-Kwinana | 200.0 | 3322 | DB |
| EGR | KWINANA-AVON YARD Narrow Gauge | Midland-Kwinana | 200.0 | 4007 | DBZ |
| EGR | KWINANA-AVON YARD Narrow Gauge | Midland-Kwinana | 200.0 | 4664 | P |
| EGR | KWINANA-ROBB JETTY-KALGOORLIE | Avon Yard-Koolyanobbing | 150.0 | 3235 | L |
| EGR | KWINANA-ROBB JETTY-KALGOORLIE | Avon Yard-Koolyanobbing | 150.0 | 3235 | LQ |
| EGR | KWINANA-ROBB JETTY-KALGOORLIE | Avon Yard-Koolyanobbing | 150.0 | 3882 | LZ |
| EGR | KWINANA-ROBB JETTY-KALGOORLIE | Avon Yard-Koolyanobbing | 150.0 | 4231 | CBH MP 33 |
| EGR | KWINANA-ROBB JETTY-KALGOORLIE | Avon Yard-Koolyanobbing | 150.0 | 4529 | Q |
| EGR | KWINANA-ROBB JETTY-KALGOORLIE | Avon Yard-Koolyanobbing | 150.0 | 4529 | AC |
| EGR | KWINANA-ROBB JETTY-KALGOORLIE | Avon Yard-Koolyanobbing | 150.0 | 4529 | ACB |
| EGR | KWINANA-ROBB JETTY-KALGOORLIE | Avon Yard-Koolyanobbing | 150.0 | 4529 | ACC |
| EGR | KWINANA-ROBB JETTY-KALGOORLIE | Avon Yard-Koolyanobbing | 150.0 | 4529 | ACD |
| EGR | KWINANA-ROBB JETTY-KALGOORLIE | Avon Yard-Midland | 200.0 | 4090 | LQ |
| EGR | KWINANA-ROBB JETTY-KALGOORLIE | Avon Yard-Midland | 200.0 | 4090 | L |
| EGR | KWINANA-ROBB JETTY-KALGOORLIE | Avon Yard-Midland | 200.0 | 4908 | LZ |
| EGR | KWINANA-ROBB JETTY-KALGOORLIE | Avon Yard-Midland | 200.0 | 5000 | Q |
| EGR | KWINANA-ROBB JETTY-KALGOORLIE | Avon Yard-Midland | 200.0 | 5000 | AC |
| EGR | KWINANA-ROBB JETTY-KALGOORLIE | Avon Yard-Midland | 200.0 | 5000 | ACB |
| EGR | KWINANA-ROBB JETTY-KALGOORLIE | Avon Yard-Midland | 200.0 | 5000 | ACC |
| EGR | KWINANA-ROBB JETTY-KALGOORLIE | Avon Yard-Midland | 200.0 | 5000 | ACD |
| EGR | KWINANA-ROBB JETTY-KALGOORLIE | Avon Yard-Midland | 200.0 | 5350 | CBH MP 33 |
| EGR | KWINANA-ROBB JETTY-KALGOORLIE | Cockburn East-NQRT | 120.0 | 1800 | LQ |
| EGR | KWINANA-ROBB JETTY-KALGOORLIE | Cockburn East-NQRT | 120.0 | 1800 | LZ |
| EGR | KWINANA-ROBB JETTY-KALGOORLIE | Cockburn East-NQRT | 120.0 | 1800 | L |
| EGR | KWINANA-ROBB JETTY-KALGOORLIE | Cockburn East-NQRT | 120.0 | 4529 | Q |
| EGR | KWINANA-ROBB JETTY-KALGOORLIE | Cockburn East-NQRT | 120.0 | 4529 | AC |
| EGR | KWINANA-ROBB JETTY-KALGOORLIE | Cockburn East-NQRT | 120.0 | 4529 | ACB |
| EGR | KWINANA-ROBB JETTY-KALGOORLIE | Cockburn East-NQRT | 120.0 | 4529 | ACC |
| EGR | KWINANA-ROBB JETTY-KALGOORLIE | Cockburn East-NQRT | 120.0 | 4529 | ACD |
| EGR | KWINANA-ROBB JETTY-KALGOORLIE | East Perth Terminal-Midland † | 85.0 | 1945 | LQ |
| EGR | KWINANA-ROBB JETTY-KALGOORLIE | East Perth Terminal-Midland † | 85.0 | 1945 | L |
| EGR | KWINANA-ROBB JETTY-KALGOORLIE | East Perth Terminal-Midland † | 85.0 | 2334 | LZ |
| EGR | KWINANA-ROBB JETTY-KALGOORLIE | East Perth Terminal-Midland † | 85.0 | 2723 | AC |
| EGR | KWINANA-ROBB JETTY-KALGOORLIE | East Perth Terminal-Midland † | 85.0 | 2723 | Q |
| EGR | KWINANA-ROBB JETTY-KALGOORLIE | East Perth Terminal-Midland † | 85.0 | 2723 | ACB |
| EGR | KWINANA-ROBB JETTY-KALGOORLIE | East Perth Terminal-Midland † | 85.0 | 2723 | ACC |
| EGR | KWINANA-ROBB JETTY-KALGOORLIE | East Perth Terminal-Midland † | 85.0 | 2723 | ACD |
| EGR | KWINANA-ROBB JETTY-KALGOORLIE | Koolyanobbing-Avon Yard | 150.0 | 3235 | LQ |
| EGR | KWINANA-ROBB JETTY-KALGOORLIE | Koolyanobbing-Avon Yard | 150.0 | 3235 | L |
| EGR | KWINANA-ROBB JETTY-KALGOORLIE | Koolyanobbing-Avon Yard | 150.0 | 3882 | LZ |
| EGR | KWINANA-ROBB JETTY-KALGOORLIE | Koolyanobbing-Avon Yard | 150.0 | 4231 | CBH MP 33 |
| EGR | KWINANA-ROBB JETTY-KALGOORLIE | Koolyanobbing-Avon Yard | 150.0 | 4529 | Q |
| EGR | KWINANA-ROBB JETTY-KALGOORLIE | Koolyanobbing-Avon Yard | 150.0 | 4529 | AC |
| EGR | KWINANA-ROBB JETTY-KALGOORLIE | Koolyanobbing-Avon Yard | 150.0 | 4529 | ACB |
| EGR | KWINANA-ROBB JETTY-KALGOORLIE | Koolyanobbing-Avon Yard | 150.0 | 4529 | ACC |
| EGR | KWINANA-ROBB JETTY-KALGOORLIE | Koolyanobbing-Avon Yard | 150.0 | 4529 | ACD |
| EGR | KWINANA-ROBB JETTY-KALGOORLIE | Koolyanobbing-West Kalgoorlie | 150.0 | 3235 | LQ |
| EGR | KWINANA-ROBB JETTY-KALGOORLIE | Koolyanobbing-West Kalgoorlie | 150.0 | 3235 | L |
| EGR | KWINANA-ROBB JETTY-KALGOORLIE | Koolyanobbing-West Kalgoorlie | 150.0 | 3882 | LZ |
| EGR | KWINANA-ROBB JETTY-KALGOORLIE | Koolyanobbing-West Kalgoorlie | 150.0 | 4231 | CBH MP 33 |
| EGR | KWINANA-ROBB JETTY-KALGOORLIE | Koolyanobbing-West Kalgoorlie | 150.0 | 4529 | Q |
| EGR | KWINANA-ROBB JETTY-KALGOORLIE | Koolyanobbing-West Kalgoorlie | 150.0 | 4529 | AC |
| EGR | KWINANA-ROBB JETTY-KALGOORLIE | Koolyanobbing-West Kalgoorlie | 150.0 | 4529 | ACB |
| EGR | KWINANA-ROBB JETTY-KALGOORLIE | Koolyanobbing-West Kalgoorlie | 150.0 | 4529 | ACC |
| EGR | KWINANA-ROBB JETTY-KALGOORLIE | Koolyanobbing-West Kalgoorlie | 150.0 | 4529 | ACD |
| EGR | KWINANA-ROBB JETTY-KALGOORLIE | Kwinana-Cockburn East-Midland | 200.0 | 4090 | LQ |
| EGR | KWINANA-ROBB JETTY-KALGOORLIE | Kwinana-Cockburn East-Midland | 200.0 | 4090 | L |
| EGR | KWINANA-ROBB JETTY-KALGOORLIE | Kwinana-Cockburn East-Midland | 200.0 | 4908 | LZ |
| EGR | KWINANA-ROBB JETTY-KALGOORLIE | Kwinana-Cockburn East-Midland | 200.0 | 5000 | AC |
| EGR | KWINANA-ROBB JETTY-KALGOORLIE | Kwinana-Cockburn East-Midland | 200.0 | 5000 | Q |
| EGR | KWINANA-ROBB JETTY-KALGOORLIE | Kwinana-Cockburn East-Midland | 200.0 | 5000 | ACB |
| EGR | KWINANA-ROBB JETTY-KALGOORLIE | Kwinana-Cockburn East-Midland | 200.0 | 5000 | ACC |
| EGR | KWINANA-ROBB JETTY-KALGOORLIE | Kwinana-Cockburn East-Midland | 200.0 | 5000 | ACD |
| EGR | KWINANA-ROBB JETTY-KALGOORLIE | Kwinana-Cockburn East-Midland | 200.0 | 5350 | CBH MP 33 |
| EGR | KWINANA-ROBB JETTY-KALGOORLIE | Midland-Avon Yard | 200.0 | 4090 | LQ |
| EGR | KWINANA-ROBB JETTY-KALGOORLIE | Midland-Avon Yard | 200.0 | 4090 | L |
| EGR | KWINANA-ROBB JETTY-KALGOORLIE | Midland-Avon Yard | 200.0 | 4908 | LZ |
| EGR | KWINANA-ROBB JETTY-KALGOORLIE | Midland-Avon Yard | 200.0 | 5000 | AC |
| EGR | KWINANA-ROBB JETTY-KALGOORLIE | Midland-Avon Yard | 200.0 | 5000 | Q |
| EGR | KWINANA-ROBB JETTY-KALGOORLIE | Midland-Avon Yard | 200.0 | 5000 | ACB |
| EGR | KWINANA-ROBB JETTY-KALGOORLIE | Midland-Avon Yard | 200.0 | 5000 | ACC |
| EGR | KWINANA-ROBB JETTY-KALGOORLIE | Midland-Avon Yard | 200.0 | 5000 | ACD |
| EGR | KWINANA-ROBB JETTY-KALGOORLIE | Midland-Avon Yard | 200.0 | 5350 | CBH MP 33 |
| EGR | KWINANA-ROBB JETTY-KALGOORLIE | Midland-Cockburn East-Kwinana | 200.0 | 4090 | LQ |
| EGR | KWINANA-ROBB JETTY-KALGOORLIE | Midland-Cockburn East-Kwinana | 200.0 | 4090 | L |
| EGR | KWINANA-ROBB JETTY-KALGOORLIE | Midland-Cockburn East-Kwinana | 200.0 | 4908 | LZ |
| EGR | KWINANA-ROBB JETTY-KALGOORLIE | Midland-Cockburn East-Kwinana | 200.0 | 5000 | Q |
| EGR | KWINANA-ROBB JETTY-KALGOORLIE | Midland-Cockburn East-Kwinana | 200.0 | 5000 | AC |
| EGR | KWINANA-ROBB JETTY-KALGOORLIE | Midland-Cockburn East-Kwinana | 200.0 | 5000 | ACB |
| EGR | KWINANA-ROBB JETTY-KALGOORLIE | Midland-Cockburn East-Kwinana | 200.0 | 5000 | ACC |
| EGR | KWINANA-ROBB JETTY-KALGOORLIE | Midland-Cockburn East-Kwinana | 200.0 | 5000 | ACD |
| EGR | KWINANA-ROBB JETTY-KALGOORLIE | Midland-Cockburn East-Kwinana | 200.0 | 5350 | CBH MP 33 |
| EGR | KWINANA-ROBB JETTY-KALGOORLIE | NQRT-Robb Jetty | 120.0 | 1800 | LQ |
| EGR | KWINANA-ROBB JETTY-KALGOORLIE | NQRT-Robb Jetty | 120.0 | 1800 | LZ |
| EGR | KWINANA-ROBB JETTY-KALGOORLIE | NQRT-Robb Jetty | 120.0 | 1800 | L |
| EGR | KWINANA-ROBB JETTY-KALGOORLIE | NQRT-Robb Jetty | 120.0 | 3731 | AC |
| EGR | KWINANA-ROBB JETTY-KALGOORLIE | NQRT-Robb Jetty | 120.0 | 3731 | Q |
| EGR | KWINANA-ROBB JETTY-KALGOORLIE | NQRT-Robb Jetty | 120.0 | 3731 | ACB |
| EGR | KWINANA-ROBB JETTY-KALGOORLIE | NQRT-Robb Jetty | 120.0 | 3731 | ACC |
| EGR | KWINANA-ROBB JETTY-KALGOORLIE | NQRT-Robb Jetty | 120.0 | 5000 | ACD |
| EGR | KWINANA-ROBB JETTY-KALGOORLIE | Parkeston - West Kalgoorlie | 80.0 | 1945 | LQ |
| EGR | KWINANA-ROBB JETTY-KALGOORLIE | Parkeston - West Kalgoorlie | 80.0 | 1945 | L |
| EGR | KWINANA-ROBB JETTY-KALGOORLIE | Parkeston - West Kalgoorlie | 80.0 | 2334 | LZ |
| EGR | KWINANA-ROBB JETTY-KALGOORLIE | Parkeston - West Kalgoorlie | 80.0 | 2723 | Q |
| EGR | KWINANA-ROBB JETTY-KALGOORLIE | Parkeston - West Kalgoorlie | 80.0 | 2723 | AC |
| EGR | KWINANA-ROBB JETTY-KALGOORLIE | Parkeston - West Kalgoorlie | 80.0 | 2723 | ACB |
| EGR | KWINANA-ROBB JETTY-KALGOORLIE | Parkeston - West Kalgoorlie | 80.0 | 2723 | ACC |
| EGR | KWINANA-ROBB JETTY-KALGOORLIE | Parkeston - West Kalgoorlie | 80.0 | 2723 | ACD |
| EGR | KWINANA-ROBB JETTY-KALGOORLIE | Robb Jetty-Cockburn East/Cockburn South | 120.0 | 1800 | LZ |
| EGR | KWINANA-ROBB JETTY-KALGOORLIE | Robb Jetty-Cockburn East/Cockburn South | 120.0 | 1800 | LQ |
| EGR | KWINANA-ROBB JETTY-KALGOORLIE | Robb Jetty-Cockburn East/Cockburn South | 120.0 | 1800 | L |
| EGR | KWINANA-ROBB JETTY-KALGOORLIE | Robb Jetty-Cockburn East/Cockburn South | 120.0 | 3731 | Q |
| EGR | KWINANA-ROBB JETTY-KALGOORLIE | Robb Jetty-Cockburn East/Cockburn South | 120.0 | 3731 | AC |
| EGR | KWINANA-ROBB JETTY-KALGOORLIE | Robb Jetty-Cockburn East/Cockburn South | 120.0 | 3731 | ACB |
| EGR | KWINANA-ROBB JETTY-KALGOORLIE | Robb Jetty-Cockburn East/Cockburn South | 120.0 | 3731 | ACC |
| EGR | KWINANA-ROBB JETTY-KALGOORLIE | Robb Jetty-Cockburn East/Cockburn South | 120.0 | 3731 | ACD |
| EGR | KWINANA-ROBB JETTY-KALGOORLIE | West Kalgoorlie-Koolyanobbing | 150.0 | 3235 | LQ |
| EGR | KWINANA-ROBB JETTY-KALGOORLIE | West Kalgoorlie-Koolyanobbing | 150.0 | 3235 | L |
| EGR | KWINANA-ROBB JETTY-KALGOORLIE | West Kalgoorlie-Koolyanobbing | 150.0 | 3882 | LZ |
| EGR | KWINANA-ROBB JETTY-KALGOORLIE | West Kalgoorlie-Koolyanobbing | 150.0 | 4231 | CBH MP 33 |
| EGR | KWINANA-ROBB JETTY-KALGOORLIE | West Kalgoorlie-Koolyanobbing | 150.0 | 4529 | Q |
| EGR | KWINANA-ROBB JETTY-KALGOORLIE | West Kalgoorlie-Koolyanobbing | 150.0 | 4529 | AC |
| EGR | KWINANA-ROBB JETTY-KALGOORLIE | West Kalgoorlie-Koolyanobbing | 150.0 | 4529 | ACB |
| EGR | KWINANA-ROBB JETTY-KALGOORLIE | West Kalgoorlie-Koolyanobbing | 150.0 | 4529 | ACC |
| EGR | KWINANA-ROBB JETTY-KALGOORLIE | West Kalgoorlie-Koolyanobbing | 150.0 | 4529 | ACD |
| EGR | KWINANA-ROBB JETTY-KALGOORLIE | West Kalgoorlie-Parkeston | 0.0 | 1835 | LQ |
| EGR | KWINANA-ROBB JETTY-KALGOORLIE | West Kalgoorlie-Parkeston | 0.0 | 1835 | L |
| EGR | KWINANA-ROBB JETTY-KALGOORLIE | West Kalgoorlie-Parkeston | 0.0 | 2202 | LZ |
| EGR | KWINANA-ROBB JETTY-KALGOORLIE | West Kalgoorlie-Parkeston | 0.0 | 2569 | Q |
| EGR | KWINANA-ROBB JETTY-KALGOORLIE | West Kalgoorlie-Parkeston | 0.0 | 2569 | AC |
| EGR | KWINANA-ROBB JETTY-KALGOORLIE | West Kalgoorlie-Parkeston | 0.0 | 2569 | ACB |
| EGR | KWINANA-ROBB JETTY-KALGOORLIE | West Kalgoorlie-Parkeston | 0.0 | 2569 | ACC |
| EGR | KWINANA-ROBB JETTY-KALGOORLIE | West Kalgoorlie-Parkeston | 0.0 | 2569 | ACD |
| GOLDFIELDS | LEONORA-WEST KALGOORLIE-ESPERANCE | Esperance-Grass Patch | 60.0 | 1580 | L |
| GOLDFIELDS | LEONORA-WEST KALGOORLIE-ESPERANCE | Esperance-Grass Patch | 60.0 | 1820 | LZ |
| GOLDFIELDS | LEONORA-WEST KALGOORLIE-ESPERANCE | Esperance-Grass Patch | 60.0 | 2066 | CBH MP 33 |
| GOLDFIELDS | LEONORA-WEST KALGOORLIE-ESPERANCE | Esperance-Grass Patch | 60.0 | 2212 | Q |
| GOLDFIELDS | LEONORA-WEST KALGOORLIE-ESPERANCE | Esperance-Grass Patch | 60.0 | 2212 | AC |
| GOLDFIELDS | LEONORA-WEST KALGOORLIE-ESPERANCE | Esperance-Grass Patch | 60.0 | 2212 | ACB |
| GOLDFIELDS | LEONORA-WEST KALGOORLIE-ESPERANCE | Esperance-Grass Patch | 60.0 | 2212 | ACC |
| GOLDFIELDS | LEONORA-WEST KALGOORLIE-ESPERANCE | Esperance-Grass Patch | 60.0 | 2212 | ACD |
| GOLDFIELDS | LEONORA-WEST KALGOORLIE-ESPERANCE | Grass Patch-Esperance | 150.0 | 3235 | L |
| GOLDFIELDS | LEONORA-WEST KALGOORLIE-ESPERANCE | Grass Patch-Esperance | 150.0 | 3882 | LZ |
| GOLDFIELDS | LEONORA-WEST KALGOORLIE-ESPERANCE | Grass Patch-Esperance | 150.0 | 4231 | CBH MP 33 |
| GOLDFIELDS | LEONORA-WEST KALGOORLIE-ESPERANCE | Grass Patch-Esperance | 150.0 | 4529 | Q |
| GOLDFIELDS | LEONORA-WEST KALGOORLIE-ESPERANCE | Grass Patch-Esperance | 150.0 | 4529 | AC |
| GOLDFIELDS | LEONORA-WEST KALGOORLIE-ESPERANCE | Grass Patch-Esperance | 150.0 | 4529 | ACB |
| GOLDFIELDS | LEONORA-WEST KALGOORLIE-ESPERANCE | Grass Patch-Esperance | 150.0 | 4529 | ACC |
| GOLDFIELDS | LEONORA-WEST KALGOORLIE-ESPERANCE | Grass Patch-Esperance | 150.0 | 4529 | ACD |
| GOLDFIELDS | LEONORA-WEST KALGOORLIE-ESPERANCE | Grass Patch-Salmon Gums | 100.0 | 2265 | L |
| GOLDFIELDS | LEONORA-WEST KALGOORLIE-ESPERANCE | Grass Patch-Salmon Gums | 100.0 | 2718 | LZ |
| GOLDFIELDS | LEONORA-WEST KALGOORLIE-ESPERANCE | Grass Patch-Salmon Gums | 100.0 | 2963 | CBH MP 33 |
| GOLDFIELDS | LEONORA-WEST KALGOORLIE-ESPERANCE | Grass Patch-Salmon Gums | 100.0 | 3171 | Q |
| GOLDFIELDS | LEONORA-WEST KALGOORLIE-ESPERANCE | Grass Patch-Salmon Gums | 100.0 | 3171 | AC |
| GOLDFIELDS | LEONORA-WEST KALGOORLIE-ESPERANCE | Grass Patch-Salmon Gums | 100.0 | 3171 | ACB |
| GOLDFIELDS | LEONORA-WEST KALGOORLIE-ESPERANCE | Grass Patch-Salmon Gums | 100.0 | 3171 | ACC |
| GOLDFIELDS | LEONORA-WEST KALGOORLIE-ESPERANCE | Grass Patch-Salmon Gums | 100.0 | 3171 | ACD |
| GOLDFIELDS | LEONORA-WEST KALGOORLIE-ESPERANCE | Hampton-West Kalgoorlie | 140.0 | 3050 | L |
| GOLDFIELDS | LEONORA-WEST KALGOORLIE-ESPERANCE | Hampton-West Kalgoorlie | 140.0 | 3660 | LZ |
| GOLDFIELDS | LEONORA-WEST KALGOORLIE-ESPERANCE | Hampton-West Kalgoorlie | 140.0 | 3989 | CBH MP 33 |
| GOLDFIELDS | LEONORA-WEST KALGOORLIE-ESPERANCE | Hampton-West Kalgoorlie | 140.0 | 4270 | Q |
| GOLDFIELDS | LEONORA-WEST KALGOORLIE-ESPERANCE | Hampton-West Kalgoorlie | 140.0 | 4270 | AC |
| GOLDFIELDS | LEONORA-WEST KALGOORLIE-ESPERANCE | Hampton-West Kalgoorlie | 140.0 | 4270 | ACB |
| GOLDFIELDS | LEONORA-WEST KALGOORLIE-ESPERANCE | Hampton-West Kalgoorlie | 140.0 | 4270 | ACC |
| GOLDFIELDS | LEONORA-WEST KALGOORLIE-ESPERANCE | Hampton-West Kalgoorlie | 140.0 | 4270 | ACD |
| GOLDFIELDS | LEONORA-WEST KALGOORLIE-ESPERANCE | Kambalda-Hampton | 120.0 | 2665 | L |
| GOLDFIELDS | LEONORA-WEST KALGOORLIE-ESPERANCE | Kambalda-Hampton | 120.0 | 3198 | LZ |
| GOLDFIELDS | LEONORA-WEST KALGOORLIE-ESPERANCE | Kambalda-Hampton | 120.0 | 3486 | CBH MP 33 |
| GOLDFIELDS | LEONORA-WEST KALGOORLIE-ESPERANCE | Kambalda-Hampton | 120.0 | 3731 | Q |
| GOLDFIELDS | LEONORA-WEST KALGOORLIE-ESPERANCE | Kambalda-Hampton | 120.0 | 3731 | AC |
| GOLDFIELDS | LEONORA-WEST KALGOORLIE-ESPERANCE | Kambalda-Hampton | 120.0 | 3731 | ACB |
| GOLDFIELDS | LEONORA-WEST KALGOORLIE-ESPERANCE | Kambalda-Hampton | 120.0 | 3731 | ACC |
| GOLDFIELDS | LEONORA-WEST KALGOORLIE-ESPERANCE | Kambalda-Hampton | 120.0 | 3731 | ACD |
| GOLDFIELDS | LEONORA-WEST KALGOORLIE-ESPERANCE | Kambalda-Norseman | 110.0 | 2470 | L |
| GOLDFIELDS | LEONORA-WEST KALGOORLIE-ESPERANCE | Kambalda-Norseman | 110.0 | 2964 | LZ |
| GOLDFIELDS | LEONORA-WEST KALGOORLIE-ESPERANCE | Kambalda-Norseman | 110.0 | 3231 | CBH MP 33 |
| GOLDFIELDS | LEONORA-WEST KALGOORLIE-ESPERANCE | Kambalda-Norseman | 110.0 | 3458 | Q |
| GOLDFIELDS | LEONORA-WEST KALGOORLIE-ESPERANCE | Kambalda-Norseman | 110.0 | 3458 | AC |
| GOLDFIELDS | LEONORA-WEST KALGOORLIE-ESPERANCE | Kambalda-Norseman | 110.0 | 3458 | ACB |
| GOLDFIELDS | LEONORA-WEST KALGOORLIE-ESPERANCE | Kambalda-Norseman | 110.0 | 3458 | ACC |
| GOLDFIELDS | LEONORA-WEST KALGOORLIE-ESPERANCE | Kambalda-Norseman | 110.0 | 3458 | ACD |
| GOLDFIELDS | LEONORA-WEST KALGOORLIE-ESPERANCE | Kambalda-Redmine | 120.0 | 2665 | L |
| GOLDFIELDS | LEONORA-WEST KALGOORLIE-ESPERANCE | Kambalda-Redmine | 120.0 | 3198 | LZ |
| GOLDFIELDS | LEONORA-WEST KALGOORLIE-ESPERANCE | Kambalda-Redmine | 120.0 | 3731 | Q |
| GOLDFIELDS | LEONORA-WEST KALGOORLIE-ESPERANCE | Kambalda-Redmine | 120.0 | 3731 | AC |
| GOLDFIELDS | LEONORA-WEST KALGOORLIE-ESPERANCE | Kambalda-Redmine | 120.0 | 3731 | ACB |
| GOLDFIELDS | LEONORA-WEST KALGOORLIE-ESPERANCE | Kambalda-Redmine | 120.0 | 3731 | ACC |
| GOLDFIELDS | LEONORA-WEST KALGOORLIE-ESPERANCE | Kambalda-Redmine | 120.0 | 3731 | ACD |
| GOLDFIELDS | LEONORA-WEST KALGOORLIE-ESPERANCE | Leonora-West Kalgoorlie | 65.0 | 1850 | L |
| GOLDFIELDS | LEONORA-WEST KALGOORLIE-ESPERANCE | Leonora-West Kalgoorlie | 65.0 | 2027 | LZ |
| GOLDFIELDS | LEONORA-WEST KALGOORLIE-ESPERANCE | Leonora-West Kalgoorlie | 65.0 | 2597 | Q |
| GOLDFIELDS | LEONORA-WEST KALGOORLIE-ESPERANCE | Norseman-Salmon Gums | 110.0 | 2470 | L |
| GOLDFIELDS | LEONORA-WEST KALGOORLIE-ESPERANCE | Norseman-Salmon Gums | 110.0 | 2964 | LZ |
| GOLDFIELDS | LEONORA-WEST KALGOORLIE-ESPERANCE | Norseman-Salmon Gums | 110.0 | 3231 | CBH MP 33 |
| GOLDFIELDS | LEONORA-WEST KALGOORLIE-ESPERANCE | Norseman-Salmon Gums | 110.0 | 3458 | Q |
| GOLDFIELDS | LEONORA-WEST KALGOORLIE-ESPERANCE | Norseman-Salmon Gums | 110.0 | 3458 | AC |
| GOLDFIELDS | LEONORA-WEST KALGOORLIE-ESPERANCE | Norseman-Salmon Gums | 110.0 | 3458 | ACB |
| GOLDFIELDS | LEONORA-WEST KALGOORLIE-ESPERANCE | Norseman-Salmon Gums | 110.0 | 3458 | ACC |
| GOLDFIELDS | LEONORA-WEST KALGOORLIE-ESPERANCE | Norseman-Salmon Gums | 110.0 | 3458 | ACD |
| GOLDFIELDS | LEONORA-WEST KALGOORLIE-ESPERANCE | Redmine-Kambalda | 110.0 | 2470 | L |
| GOLDFIELDS | LEONORA-WEST KALGOORLIE-ESPERANCE | Redmine-Kambalda | 110.0 | 2964 | LZ |
| GOLDFIELDS | LEONORA-WEST KALGOORLIE-ESPERANCE | Redmine-Kambalda | 110.0 | 3458 | Q |
| GOLDFIELDS | LEONORA-WEST KALGOORLIE-ESPERANCE | Redmine-Kambalda | 110.0 | 3458 | AC |
| GOLDFIELDS | LEONORA-WEST KALGOORLIE-ESPERANCE | Redmine-Kambalda | 110.0 | 3458 | ACB |
| GOLDFIELDS | LEONORA-WEST KALGOORLIE-ESPERANCE | Redmine-Kambalda | 110.0 | 3458 | ACC |
| GOLDFIELDS | LEONORA-WEST KALGOORLIE-ESPERANCE | Redmine-Kambalda | 110.0 | 3458 | ACD |
| GOLDFIELDS | LEONORA-WEST KALGOORLIE-ESPERANCE | Salmon Gums-Grass Patch | 200.0 | 4090 | L |
| GOLDFIELDS | LEONORA-WEST KALGOORLIE-ESPERANCE | Salmon Gums-Grass Patch | 200.0 | 4908 | LZ |
| GOLDFIELDS | LEONORA-WEST KALGOORLIE-ESPERANCE | Salmon Gums-Grass Patch | 200.0 | 5351 | CBH MP 33 |
| GOLDFIELDS | LEONORA-WEST KALGOORLIE-ESPERANCE | Salmon Gums-Grass Patch | 200.0 | 5726 | Q |
| GOLDFIELDS | LEONORA-WEST KALGOORLIE-ESPERANCE | Salmon Gums-Grass Patch | 200.0 | 5726 | AC |
| GOLDFIELDS | LEONORA-WEST KALGOORLIE-ESPERANCE | Salmon Gums-Grass Patch | 200.0 | 5726 | ACB |
| GOLDFIELDS | LEONORA-WEST KALGOORLIE-ESPERANCE | Salmon Gums-Grass Patch | 200.0 | 5726 | ACC |
| GOLDFIELDS | LEONORA-WEST KALGOORLIE-ESPERANCE | Salmon Gums-Grass Patch | 200.0 | 5726 | ACD |
| GOLDFIELDS | LEONORA-WEST KALGOORLIE-ESPERANCE | Salmon Gums-Kambalda | 65.0 | 1580 | L |
| GOLDFIELDS | LEONORA-WEST KALGOORLIE-ESPERANCE | Salmon Gums-Kambalda | 65.0 | 1962 | CBH MP 33 |
| GOLDFIELDS | LEONORA-WEST KALGOORLIE-ESPERANCE | Salmon Gums-Kambalda | 65.0 | 1980 | LZ |
| GOLDFIELDS | LEONORA-WEST KALGOORLIE-ESPERANCE | Salmon Gums-Kambalda | 65.0 | 2212 | Q |
| GOLDFIELDS | LEONORA-WEST KALGOORLIE-ESPERANCE | Salmon Gums-Kambalda | 65.0 | 2212 | AC |
| GOLDFIELDS | LEONORA-WEST KALGOORLIE-ESPERANCE | Salmon Gums-Kambalda | 65.0 | 2212 | ACB |
| GOLDFIELDS | LEONORA-WEST KALGOORLIE-ESPERANCE | Salmon Gums-Kambalda | 65.0 | 2212 | ACC |
| GOLDFIELDS | LEONORA-WEST KALGOORLIE-ESPERANCE | Salmon Gums-Kambalda | 65.0 | 2212 | ACD |
| GOLDFIELDS | LEONORA-WEST KALGOORLIE-ESPERANCE | West Kalgoorlie-Kambalda | 140.0 | 3050 | L |
| GOLDFIELDS | LEONORA-WEST KALGOORLIE-ESPERANCE | West Kalgoorlie-Kambalda | 140.0 | 3660 | LZ |
| GOLDFIELDS | LEONORA-WEST KALGOORLIE-ESPERANCE | West Kalgoorlie-Kambalda | 140.0 | 3989 | CBH MP 33 |
| GOLDFIELDS | LEONORA-WEST KALGOORLIE-ESPERANCE | West Kalgoorlie-Kambalda | 140.0 | 4270 | Q |
| GOLDFIELDS | LEONORA-WEST KALGOORLIE-ESPERANCE | West Kalgoorlie-Kambalda | 140.0 | 4270 | AC |
| GOLDFIELDS | LEONORA-WEST KALGOORLIE-ESPERANCE | West Kalgoorlie-Kambalda | 140.0 | 4270 | ACB |
| GOLDFIELDS | LEONORA-WEST KALGOORLIE-ESPERANCE | West Kalgoorlie-Kambalda | 140.0 | 4270 | ACC |
| GOLDFIELDS | LEONORA-WEST KALGOORLIE-ESPERANCE | West Kalgoorlie-Kambalda | 140.0 | 4270 | ACD |
| GOLDFIELDS | LEONORA-WEST KALGOORLIE-ESPERANCE | West Kalgoorlie-Leonora | 52.5 | 1415 | L |
| GOLDFIELDS | LEONORA-WEST KALGOORLIE-ESPERANCE | West Kalgoorlie-Leonora | 52.5 | 1452 | LZ |
| GOLDFIELDS | LEONORA-WEST KALGOORLIE-ESPERANCE | West Kalgoorlie-Leonora | 52.5 | 2520 | Q |
| GSR | AVON YARD-ALBANY | Albany-Elleker | 80.0 | 1595 | DB |
| GSR | AVON YARD-ALBANY | Albany-Elleker | 80.0 | 1595 | D |
| GSR | AVON YARD-ALBANY | Albany-Elleker | 80.0 | 1674 | DAZ |
| GSR | AVON YARD-ALBANY | Albany-Elleker | 80.0 | 1934 | DFZ |
| GSR | AVON YARD-ALBANY | Albany-Elleker | 80.0 | 1958 | DBZ |
| GSR | AVON YARD-ALBANY | Albany-Elleker | 80.0 | 2123 | P |
| GSR | AVON YARD-ALBANY | Albany-Elleker | 80.0 | 2280 | CBH MP27CN |
| GSR | AVON YARD-ALBANY | Albany-Elleker | 80.0 | 2592 | CBH MP33CN |
| GSR | AVON YARD-ALBANY | Avon Yard-Brookton | 100.0 | 1705 | AB |
| GSR | AVON YARD-ALBANY | Avon Yard-Brookton | 100.0 | 1941 | D |
| GSR | AVON YARD-ALBANY | Avon Yard-Brookton | 100.0 | 1941 | DB |
| GSR | AVON YARD-ALBANY | Avon Yard-Brookton | 100.0 | 2034 | DAZ |
| GSR | AVON YARD-ALBANY | Avon Yard-Brookton | 100.0 | 2375 | DFZ |
| GSR | AVON YARD-ALBANY | Avon Yard-Brookton | 100.0 | 2383 | DBZ |
| GSR | AVON YARD-ALBANY | Avon Yard-Brookton | 100.0 | 2790 | CBH MP27CN |
| GSR | AVON YARD-ALBANY | Avon Yard-Brookton | 100.0 | 2807 | P |
| GSR | AVON YARD-ALBANY | Avon Yard-Brookton | 100.0 | 3183 | CBH MP33CN |
| GSR | AVON YARD-ALBANY | Beverley-York | 120.0 | 2255 | DB |
| GSR | AVON YARD-ALBANY | Beverley-York | 120.0 | 2255 | D |
| GSR | AVON YARD-ALBANY | Beverley-York | 120.0 | 2768 | DBZ |
| GSR | AVON YARD-ALBANY | Beverley-York | 120.0 | 2768 | DAZ |
| GSR | AVON YARD-ALBANY | Beverley-York | 120.0 | 2786 | DFZ |
| GSR | AVON YARD-ALBANY | Beverley-York | 120.0 | 3058 | P |
| GSR | AVON YARD-ALBANY | Beverley-York | 120.0 | 3273 | CBH MP27CN |
| GSR | AVON YARD-ALBANY | Beverley-York | 120.0 | 3734 | CBH MP33CN |
| GSR | AVON YARD-ALBANY | Brookton-Beverley | 200.0 | 3322 | D |
| GSR | AVON YARD-ALBANY | Brookton-Beverley | 200.0 | 3322 | DB |
| GSR | AVON YARD-ALBANY | Brookton-Beverley | 200.0 | 4077 | DAZ |
| GSR | AVON YARD-ALBANY | Brookton-Beverley | 200.0 | 4249 | DFZ |
| GSR | AVON YARD-ALBANY | Brookton-Beverley | 200.0 | 4664 | P |
| GSR | AVON YARD-ALBANY | Brookton-Beverley | 200.0 | 4992 | CBH MP27CN |
| GSR | AVON YARD-ALBANY | Brookton-Beverley | 200.0 | 5694 | CBH MP33CN |
| GSR | AVON YARD-ALBANY | Brookton-Pingelly | 70.0 | 1358 | AB |
| GSR | AVON YARD-ALBANY | Brookton-Pingelly | 70.0 | 1413 | DB |
| GSR | AVON YARD-ALBANY | Brookton-Pingelly | 70.0 | 1413 | D |
| GSR | AVON YARD-ALBANY | Brookton-Pingelly | 70.0 | 1482 | DAZ |
| GSR | AVON YARD-ALBANY | Brookton-Pingelly | 70.0 | 1703 | DFZ |
| GSR | AVON YARD-ALBANY | Brookton-Pingelly | 70.0 | 1735 | DBZ |
| GSR | AVON YARD-ALBANY | Brookton-Pingelly | 70.0 | 1735 | DBZ |
| GSR | AVON YARD-ALBANY | Brookton-Pingelly | 70.0 | 1870 | P |
| GSR | AVON YARD-ALBANY | Brookton-Pingelly | 70.0 | 2072 | CBH MP27CN |
| GSR | AVON YARD-ALBANY | Brookton-Pingelly | 70.0 | 2364 | CBH MP33CN |
| GSR | AVON YARD-ALBANY | Broomehill-Katanning | 75.0 | 1507 | D |
| GSR | AVON YARD-ALBANY | Broomehill-Katanning | 75.0 | 1507 | DB |
| GSR | AVON YARD-ALBANY | Broomehill-Katanning | 75.0 | 1578 | DAZ |
| GSR | AVON YARD-ALBANY | Broomehill-Katanning | 75.0 | 1824 | DFZ |
| GSR | AVON YARD-ALBANY | Broomehill-Katanning | 75.0 | 1850 | DBZ |
| GSR | AVON YARD-ALBANY | Broomehill-Katanning | 75.0 | 2002 | P |
| GSR | AVON YARD-ALBANY | Broomehill-Katanning | 75.0 | 2143 | CBH MP27CN |
| GSR | AVON YARD-ALBANY | Broomehill-Katanning | 75.0 | 2445 | CBH MP33CN |
| GSR | AVON YARD-ALBANY | Broomehill-Tambellup | 82.0 | 1722 | DAZ |
| GSR | AVON YARD-ALBANY | Broomehill-Tambellup | 82.0 | 1994 | DFZ |
| GSR | AVON YARD-ALBANY | Broomehill-Tambellup | 82.0 | 2012 | DBZ |
| GSR | AVON YARD-ALBANY | Broomehill-Tambellup | 82.5 | 1441 | AB |
| GSR | AVON YARD-ALBANY | Broomehill-Tambellup | 82.5 | 1639 | DB |
| GSR | AVON YARD-ALBANY | Broomehill-Tambellup | 82.5 | 1639 | D |
| GSR | AVON YARD-ALBANY | Broomehill-Tambellup | 82.5 | 2189 | P |
| GSR | AVON YARD-ALBANY | Broomehill-Tambellup | 82.5 | 2343 | CBH MP27CN |
| GSR | AVON YARD-ALBANY | Broomehill-Tambellup | 82.5 | 2673 | CBH MP33CN |
| GSR | AVON YARD-ALBANY | Cranbrook-Tambellup | 62.0 | 1332 | DAZ |
| GSR | AVON YARD-ALBANY | Cranbrook-Tambellup | 62.0 | 1533 | DFZ |
| GSR | AVON YARD-ALBANY | Cranbrook-Tambellup | 62.0 | 1599 | DBZ |
| GSR | AVON YARD-ALBANY | Cranbrook-Tambellup | 62.5 | 1270 | D |
| GSR | AVON YARD-ALBANY | Cranbrook-Tambellup | 62.5 | 1270 | DB |
| GSR | AVON YARD-ALBANY | Cranbrook-Tambellup | 62.5 | 1683 | P |
| GSR | AVON YARD-ALBANY | Cranbrook-Tambellup | 62.5 | 1802 | CBH MP27CN |
| GSR | AVON YARD-ALBANY | Cranbrook-Tambellup | 62.5 | 2055 | CBH MP33CN |
| GSR | AVON YARD-ALBANY | Cuballing-Pingelly | 80.0 | 1674 | DAZ |
| GSR | AVON YARD-ALBANY | Cuballing-Pingelly | 80.0 | 1934 | DFZ |
| GSR | AVON YARD-ALBANY | Cuballing-Pingelly | 80.0 | 1958 | DBZ |
| GSR | AVON YARD-ALBANY | Cuballing-Pingelly | 80.0 | 2280 | CBH MP27CN |
| GSR | AVON YARD-ALBANY | Cuballing-Pingelly | 80.0 | 2592 | CBH MP33CN |
| GSR | AVON YARD-ALBANY | Cuballing-Pingelly# | 80.0 | 1595 | DB |
| GSR | AVON YARD-ALBANY | Cuballing-Pingelly# | 80.0 | 1595 | D |
| GSR | AVON YARD-ALBANY | Cuballing-Pingelly# | 80.0 | 2123 | P |
| GSR | AVON YARD-ALBANY | Elleker-Cranbrook | 47.5 | 973 | D |
| GSR | AVON YARD-ALBANY | Elleker-Cranbrook | 47.5 | 973 | DB |
| GSR | AVON YARD-ALBANY | Elleker-Cranbrook | 47.5 | 1276 | P |
| GSR | AVON YARD-ALBANY | Elleker-Cranbrook | 47.5 | 1366 | CBH MP27CN |
| GSR | AVON YARD-ALBANY | Elleker-Cranbrook | 47.5 | 1559 | CBH MP33CN |
| GSR | AVON YARD-ALBANY | Elleker-Cranbrook | 48.0 | 1020 | DAZ |
| GSR | AVON YARD-ALBANY | Elleker-Cranbrook | 48.0 | 1162 | DFZ |
| GSR | AVON YARD-ALBANY | Elleker-Cranbrook | 48.0 | 1195 | DBZ |
| GSR | AVON YARD-ALBANY | Katanning-Broomehill | 60.0 | 1072 | AB |
| GSR | AVON YARD-ALBANY | Katanning-Broomehill | 60.0 | 1221 | DB |
| GSR | AVON YARD-ALBANY | Katanning-Broomehill | 60.0 | 1221 | D |
| GSR | AVON YARD-ALBANY | Katanning-Broomehill | 60.0 | 1284 | DAZ |
| GSR | AVON YARD-ALBANY | Katanning-Broomehill | 60.0 | 1473 | DFZ |
| GSR | AVON YARD-ALBANY | Katanning-Broomehill | 60.0 | 1499 | DBZ |
| GSR | AVON YARD-ALBANY | Katanning-Broomehill | 60.0 | 1617 | P |
| GSR | AVON YARD-ALBANY | Katanning-Broomehill | 60.0 | 1731 | CBH MP27CN |
| GSR | AVON YARD-ALBANY | Katanning-Broomehill | 60.0 | 1974 | CBH MP33CN |
| GSR | AVON YARD-ALBANY | Katanning-Woodanilling | 60.0 | 1221 | D |
| GSR | AVON YARD-ALBANY | Katanning-Woodanilling | 60.0 | 1221 | DB |
| GSR | AVON YARD-ALBANY | Katanning-Woodanilling | 60.0 | 1284 | DAZ |
| GSR | AVON YARD-ALBANY | Katanning-Woodanilling | 60.0 | 1473 | DFZ |
| GSR | AVON YARD-ALBANY | Katanning-Woodanilling | 60.0 | 1499 | DBZ |
| GSR | AVON YARD-ALBANY | Katanning-Woodanilling | 60.0 | 1617 | P |
| GSR | AVON YARD-ALBANY | Katanning-Woodanilling | 60.0 | 1731 | CBH MP27CN |
| GSR | AVON YARD-ALBANY | Katanning-Woodanilling | 60.0 | 1974 | CBH MP33CN |
| GSR | AVON YARD-ALBANY | Narrogin-Cuballing | 52.0 | 1128 | DAZ |
| GSR | AVON YARD-ALBANY | Narrogin-Cuballing | 52.0 | 1292 | DFZ |
| GSR | AVON YARD-ALBANY | Narrogin-Cuballing | 52.0 | 1316 | DBZ |
| GSR | AVON YARD-ALBANY | Narrogin-Cuballing | 52.5 | 1072 | DB |
| GSR | AVON YARD-ALBANY | Narrogin-Cuballing | 52.5 | 1072 | D |
| GSR | AVON YARD-ALBANY | Narrogin-Cuballing | 52.5 | 1419 | P |
| GSR | AVON YARD-ALBANY | Narrogin-Cuballing | 52.5 | 1519 | CBH MP27CN |
| GSR | AVON YARD-ALBANY | Narrogin-Cuballing | 52.5 | 1733 | CBH MP33CN |
| GSR | AVON YARD-ALBANY | Narrogin-Wagin | 55.0 | 984 | AB |
| GSR | AVON YARD-ALBANY | Narrogin-Wagin | 55.0 | 1122 | D |
| GSR | AVON YARD-ALBANY | Narrogin-Wagin | 55.0 | 1122 | DB |
| GSR | AVON YARD-ALBANY | Narrogin-Wagin | 55.0 | 1182 | DAZ |
| GSR | AVON YARD-ALBANY | Narrogin-Wagin | 55.0 | 1353 | DFZ |
| GSR | AVON YARD-ALBANY | Narrogin-Wagin | 55.0 | 1377 | DBZ |
| GSR | AVON YARD-ALBANY | Narrogin-Wagin | 55.0 | 1485 | P |
| GSR | AVON YARD-ALBANY | Narrogin-Wagin | 55.0 | 1590 | CBH MP27CN |
| GSR | AVON YARD-ALBANY | Narrogin-Wagin | 55.0 | 1814 | CBH MP33CN |
| GSR | AVON YARD-ALBANY | Pingelly-Brookton | 190.0 | 3929 | DBZ |
| GSR | AVON YARD-ALBANY | Pingelly-Brookton | 190.0 | 3929 | DAZ |
| GSR | AVON YARD-ALBANY | Pingelly-Brookton | 190.0 | 4078 | DFZ |
| GSR | AVON YARD-ALBANY | Pingelly-Brookton | 190.0 | 4792 | CBH MP27CN |
| GSR | AVON YARD-ALBANY | Pingelly-Brookton | 190.0 | 5466 | CBH MP33CN |
| GSR | AVON YARD-ALBANY | Pingelly-Brookton# | 190.0 | 3201 | DB |
| GSR | AVON YARD-ALBANY | Pingelly-Brookton# | 190.0 | 3201 | D |
| GSR | AVON YARD-ALBANY | Pingelly-Brookton# | 190.0 | 4477 | P |
| GSR | AVON YARD-ALBANY | Pingelly-Narrogin | 55.0 | 984 | AB |
| GSR | AVON YARD-ALBANY | Pingelly-Narrogin | 55.0 | 1122 | D |
| GSR | AVON YARD-ALBANY | Pingelly-Narrogin | 55.0 | 1122 | DB |
| GSR | AVON YARD-ALBANY | Pingelly-Narrogin | 55.0 | 1182 | DAZ |
| GSR | AVON YARD-ALBANY | Pingelly-Narrogin | 55.0 | 1353 | DFZ |
| GSR | AVON YARD-ALBANY | Pingelly-Narrogin | 55.0 | 1377 | DBZ |
| GSR | AVON YARD-ALBANY | Pingelly-Narrogin | 55.0 | 1485 | P |
| GSR | AVON YARD-ALBANY | Pingelly-Narrogin | 55.0 | 1590 | CBH MP27CN |
| GSR | AVON YARD-ALBANY | Pingelly-Narrogin | 55.0 | 1814 | CBH MP33CN |
| GSR | AVON YARD-ALBANY | Tambellup-Albany | 60.0 | 1072 | AB |
| GSR | AVON YARD-ALBANY | Tambellup-Albany | 60.0 | 1221 | DB |
| GSR | AVON YARD-ALBANY | Tambellup-Albany | 60.0 | 1221 | D |
| GSR | AVON YARD-ALBANY | Tambellup-Albany | 60.0 | 1284 | DAZ |
| GSR | AVON YARD-ALBANY | Tambellup-Albany | 60.0 | 1473 | DFZ |
| GSR | AVON YARD-ALBANY | Tambellup-Albany | 60.0 | 1499 | DBZ |
| GSR | AVON YARD-ALBANY | Tambellup-Albany | 60.0 | 1617 | P |
| GSR | AVON YARD-ALBANY | Tambellup-Albany | 60.0 | 1731 | CBH MP27CN |
| GSR | AVON YARD-ALBANY | Tambellup-Albany | 60.0 | 1974 | CBH MP33CN |
| GSR | AVON YARD-ALBANY | Tambellup-Broomehill | 60.0 | 1221 | D |
| GSR | AVON YARD-ALBANY | Tambellup-Broomehill | 60.0 | 1221 | DB |
| GSR | AVON YARD-ALBANY | Tambellup-Broomehill | 60.0 | 1284 | DAZ |
| GSR | AVON YARD-ALBANY | Tambellup-Broomehill | 60.0 | 1473 | DFZ |
| GSR | AVON YARD-ALBANY | Tambellup-Broomehill | 60.0 | 1499 | DBZ |
| GSR | AVON YARD-ALBANY | Tambellup-Broomehill | 60.0 | 1617 | P |
| GSR | AVON YARD-ALBANY | Tambellup-Broomehill | 60.0 | 1731 | CBH MP27CN |
| GSR | AVON YARD-ALBANY | Tambellup-Broomehill | 60.0 | 1974 | CBH MP33CN |
| GSR | AVON YARD-ALBANY | Wagin Woodanilling | 70.0 | 1482 | DAZ |
| GSR | AVON YARD-ALBANY | Wagin Woodanilling | 70.0 | 1703 | DFZ |
| GSR | AVON YARD-ALBANY | Wagin Woodanilling | 70.0 | 1948 | CBH MP27CN |
| GSR | AVON YARD-ALBANY | Wagin Woodanilling | 70.0 | 2222 | CBH MP33CN |
| GSR | AVON YARD-ALBANY | Wagin-Narrogin | 52.0 | 1128 | DAZ |
| GSR | AVON YARD-ALBANY | Wagin-Narrogin | 52.0 | 1292 | DFZ |
| GSR | AVON YARD-ALBANY | Wagin-Narrogin | 52.0 | 1316 | DBZ |
| GSR | AVON YARD-ALBANY | Wagin-Narrogin | 52.5 | 1072 | DB |
| GSR | AVON YARD-ALBANY | Wagin-Narrogin | 52.5 | 1072 | D |
| GSR | AVON YARD-ALBANY | Wagin-Narrogin | 52.5 | 1419 | P |
| GSR | AVON YARD-ALBANY | Wagin-Narrogin | 52.5 | 1519 | CBH MP27CN |
| GSR | AVON YARD-ALBANY | Wagin-Narrogin | 52.5 | 1733 | CBH MP33CN |
| GSR | AVON YARD-ALBANY | Wagin-Woodanilling | 70.0 | 1243 | AB |
| GSR | AVON YARD-ALBANY | Wagin-Woodanilling | 70.0 | 1413 | D |
| GSR | AVON YARD-ALBANY | Wagin-Woodanilling | 70.0 | 1413 | DB |
| GSR | AVON YARD-ALBANY | Wagin-Woodanilling | 70.0 | 1735 | DBZ |
| GSR | AVON YARD-ALBANY | Wagin-Woodanilling | 70.0 | 1870 | P |
| GSR | AVON YARD-ALBANY | Woodanilling-Katanning | 80.0 | 1402 | AB |
| GSR | AVON YARD-ALBANY | Woodanilling-Katanning | 80.0 | 1595 | DB |
| GSR | AVON YARD-ALBANY | Woodanilling-Katanning | 80.0 | 1595 | D |
| GSR | AVON YARD-ALBANY | Woodanilling-Katanning | 80.0 | 1674 | DAZ |
| GSR | AVON YARD-ALBANY | Woodanilling-Katanning | 80.0 | 1934 | DFZ |
| GSR | AVON YARD-ALBANY | Woodanilling-Katanning | 80.0 | 1958 | DBZ |
| GSR | AVON YARD-ALBANY | Woodanilling-Katanning | 80.0 | 2123 | P |
| GSR | AVON YARD-ALBANY | Woodanilling-Katanning | 80.0 | 2280 | CBH MP27CN |
| GSR | AVON YARD-ALBANY | Woodanilling-Katanning | 80.0 | 2592 | CBH MP33CN |
| GSR | AVON YARD-ALBANY | Woodanilling-Wagin | 140.0 | 2552 | D |
| GSR | AVON YARD-ALBANY | Woodanilling-Wagin | 140.0 | 2552 | DB |
| GSR | AVON YARD-ALBANY | Woodanilling-Wagin | 140.0 | 3120 | DBZ |
| GSR | AVON YARD-ALBANY | Woodanilling-Wagin | 140.0 | 3120 | DAZ |
| GSR | AVON YARD-ALBANY | Woodanilling-Wagin | 140.0 | 3176 | DFZ |
| GSR | AVON YARD-ALBANY | Woodanilling-Wagin | 140.0 | 3487 | P |
| GSR | AVON YARD-ALBANY | Woodanilling-Wagin | 140.0 | 3732 | CBH MP27CN |
| GSR | AVON YARD-ALBANY | Woodanilling-Wagin | 140.0 | 4257 | CBH MP33CN |
| GSR | AVON YARD-ALBANY | York-Avon Yard | 130.0 | 2409 | DB |
| GSR | AVON YARD-ALBANY | York-Avon Yard | 130.0 | 2409 | D |
| GSR | AVON YARD-ALBANY | York-Avon Yard | 130.0 | 2957 | DBZ |
| GSR | AVON YARD-ALBANY | York-Avon Yard | 130.0 | 2957 | DAZ |
| GSR | AVON YARD-ALBANY | York-Avon Yard | 130.0 | 2986 | DFZ |
| GSR | AVON YARD-ALBANY | York-Avon Yard | 130.0 | 3278 | P |
| GSR | AVON YARD-ALBANY | York-Avon Yard | 130.0 | 3508 | CBH MP27CN |
| GSR | AVON YARD-ALBANY | York-Avon Yard | 130.0 | 4002 | CBH MP33CN |
| GSR | LAKE GRACE-HYDEN | Hyden-Karlgarin | 85.0 | 1479 | AB |
| GSR | LAKE GRACE-HYDEN | Hyden-Karlgarin | 85.0 | 1683 | D |
| GSR | LAKE GRACE-HYDEN | Hyden-Karlgarin | 85.0 | 1683 | DB |
| GSR | LAKE GRACE-HYDEN | Hyden-Karlgarin | 85.0 | 1770 | DAZ |
| GSR | LAKE GRACE-HYDEN | Hyden-Karlgarin | 85.0 | 2044 | DFZ |
| GSR | LAKE GRACE-HYDEN | Hyden-Karlgarin | 85.0 | 2066 | DBZ |
| GSR | LAKE GRACE-HYDEN | Hyden-Karlgarin | 85.0 | 2244 | P |
| GSR | LAKE GRACE-HYDEN | Hyden-Karlgarin | 85.0 | 2403 | CBH MP27CN |
| GSR | LAKE GRACE-HYDEN | Hyden-Karlgarin | 85.0 | 2741 | CBH MP33CN |
| GSR | LAKE GRACE-HYDEN | Karlgarin-Pingaring | 80.0 | 1402 | AB |
| GSR | LAKE GRACE-HYDEN | Karlgarin-Pingaring | 80.0 | 1595 | DB |
| GSR | LAKE GRACE-HYDEN | Karlgarin-Pingaring | 80.0 | 1595 | D |
| GSR | LAKE GRACE-HYDEN | Karlgarin-Pingaring | 80.0 | 1674 | DAZ |
| GSR | LAKE GRACE-HYDEN | Karlgarin-Pingaring | 80.0 | 1934 | DFZ |
| GSR | LAKE GRACE-HYDEN | Karlgarin-Pingaring | 80.0 | 1958 | DBZ |
| GSR | LAKE GRACE-HYDEN | Karlgarin-Pingaring | 80.0 | 2123 | P |
| GSR | LAKE GRACE-HYDEN | Karlgarin-Pingaring | 80.0 | 2280 | CBH MP27CN |
| GSR | LAKE GRACE-HYDEN | Karlgarin-Pingaring | 80.0 | 2592 | CBH MP33CN |
| GSR | LAKE GRACE-HYDEN | Kuender-Lake Grace | 80.0 | 1402 | AB |
| GSR | LAKE GRACE-HYDEN | Kuender-Lake Grace | 80.0 | 1595 | D |
| GSR | LAKE GRACE-HYDEN | Kuender-Lake Grace | 80.0 | 1595 | DB |
| GSR | LAKE GRACE-HYDEN | Kuender-Lake Grace | 80.0 | 1674 | DAZ |
| GSR | LAKE GRACE-HYDEN | Kuender-Lake Grace | 80.0 | 1934 | DFZ |
| GSR | LAKE GRACE-HYDEN | Kuender-Lake Grace | 80.0 | 1958 | DBZ |
| GSR | LAKE GRACE-HYDEN | Kuender-Lake Grace | 80.0 | 2123 | P |
| GSR | LAKE GRACE-HYDEN | Kuender-Lake Grace | 80.0 | 2280 | CBH MP27CN |
| GSR | LAKE GRACE-HYDEN | Kuender-Lake Grace | 80.0 | 2592 | CBH MP33CN |
| GSR | LAKE GRACE-HYDEN | Kuender-Pingaring | 90.0 | 1556 | AB |
| GSR | LAKE GRACE-HYDEN | Kuender-Pingaring | 90.0 | 1771 | DB |
| GSR | LAKE GRACE-HYDEN | Kuender-Pingaring | 90.0 | 1771 | D |
| GSR | LAKE GRACE-HYDEN | Kuender-Pingaring | 90.0 | 1860 | DAZ |
| GSR | LAKE GRACE-HYDEN | Kuender-Pingaring | 90.0 | 2154 | DFZ |
| GSR | LAKE GRACE-HYDEN | Kuender-Pingaring | 90.0 | 2174 | DBZ |
| GSR | LAKE GRACE-HYDEN | Kuender-Pingaring | 90.0 | 2365 | P |
| GSR | LAKE GRACE-HYDEN | Kuender-Pingaring | 90.0 | 2531 | CBH MP27CN |
| GSR | LAKE GRACE-HYDEN | Kuender-Pingaring | 90.0 | 2888 | CBH MP33CN |
| GSR | LAKE GRACE-HYDEN | Lake Grace-Kuender | 80.0 | 1402 | AB |
| GSR | LAKE GRACE-HYDEN | Lake Grace-Kuender | 80.0 | 1595 | D |
| GSR | LAKE GRACE-HYDEN | Lake Grace-Kuender | 80.0 | 1595 | DB |
| GSR | LAKE GRACE-HYDEN | Lake Grace-Kuender | 80.0 | 1674 | DAZ |
| GSR | LAKE GRACE-HYDEN | Lake Grace-Kuender | 80.0 | 1934 | DFZ |
| GSR | LAKE GRACE-HYDEN | Lake Grace-Kuender | 80.0 | 1958 | DBZ |
| GSR | LAKE GRACE-HYDEN | Lake Grace-Kuender | 80.0 | 2123 | P |
| GSR | LAKE GRACE-HYDEN | Lake Grace-Kuender | 80.0 | 2280 | CBH MP27CN |
| GSR | LAKE GRACE-HYDEN | Lake Grace-Kuender | 80.0 | 2592 | CBH MP33CN |
| GSR | LAKE GRACE-HYDEN | Pingaring-Hyden | 80.0 | 1402 | AB |
| GSR | LAKE GRACE-HYDEN | Pingaring-Hyden | 80.0 | 1595 | DB |
| GSR | LAKE GRACE-HYDEN | Pingaring-Hyden | 80.0 | 1595 | D |
| GSR | LAKE GRACE-HYDEN | Pingaring-Hyden | 80.0 | 1674 | DAZ |
| GSR | LAKE GRACE-HYDEN | Pingaring-Hyden | 80.0 | 1934 | DFZ |
| GSR | LAKE GRACE-HYDEN | Pingaring-Hyden | 80.0 | 1958 | DBZ |
| GSR | LAKE GRACE-HYDEN | Pingaring-Hyden | 80.0 | 2123 | P |
| GSR | LAKE GRACE-HYDEN | Pingaring-Hyden | 80.0 | 2280 | CBH MP27CN |
| GSR | LAKE GRACE-HYDEN | Pingaring-Hyden | 80.0 | 2592 | CBH MP33CN |
| GSR | LAKE GRACE-HYDEN | Pingaring-Kuender | 120.0 | 1985 | AB |
| GSR | LAKE GRACE-HYDEN | Pingaring-Kuender | 120.0 | 2255 | D |
| GSR | LAKE GRACE-HYDEN | Pingaring-Kuender | 120.0 | 2255 | DB |
| GSR | LAKE GRACE-HYDEN | Pingaring-Kuender | 120.0 | 2768 | DBZ |
| GSR | LAKE GRACE-HYDEN | Pingaring-Kuender | 120.0 | 2768 | DAZ |
| GSR | LAKE GRACE-HYDEN | Pingaring-Kuender | 120.0 | 2786 | DFZ |
| GSR | LAKE GRACE-HYDEN | Pingaring-Kuender | 120.0 | 3058 | P |
| GSR | LAKE GRACE-HYDEN | Pingaring-Kuender | 120.0 | 3273 | CBH MP27CN |
| GSR | LAKE GRACE-HYDEN | Pingaring-Kuender | 120.0 | 3734 | CBH MP33CN |
| GSR | WAGIN-LAKE GRACE-NEWDEGATE | Ballaying-Bumbleyung | 50.0 | 1074 | DAZ |
| GSR | WAGIN-LAKE GRACE-NEWDEGATE | Ballaying-Bumbleyung | 50.0 | 1232 | DFZ |
| GSR | WAGIN-LAKE GRACE-NEWDEGATE | Ballaying-Bumbleyung | 50.0 | 1256 | DBZ |
| GSR | WAGIN-LAKE GRACE-NEWDEGATE | Ballaying-Bumbleyung | 50.0 | 1448 | CBH MP27CN |
| GSR | WAGIN-LAKE GRACE-NEWDEGATE | Ballaying-Bumbleyung | 50.0 | 1652 | CBH MP33CN |
| GSR | WAGIN-LAKE GRACE-NEWDEGATE | Ballaying-Dumbleyung | 50.0 | 891 | AB |
| GSR | WAGIN-LAKE GRACE-NEWDEGATE | Ballaying-Dumbleyung | 50.0 | 1023 | DB |
| GSR | WAGIN-LAKE GRACE-NEWDEGATE | Ballaying-Dumbleyung | 50.0 | 1023 | D |
| GSR | WAGIN-LAKE GRACE-NEWDEGATE | Ballaying-Dumbleyung | 50.0 | 1353 | P |
| GSR | WAGIN-LAKE GRACE-NEWDEGATE | Ballaying-Wagin | 80.0 | 1402 | AB |
| GSR | WAGIN-LAKE GRACE-NEWDEGATE | Ballaying-Wagin | 80.0 | 1595 | D |
| GSR | WAGIN-LAKE GRACE-NEWDEGATE | Ballaying-Wagin | 80.0 | 1595 | DB |
| GSR | WAGIN-LAKE GRACE-NEWDEGATE | Ballaying-Wagin | 80.0 | 1674 | DAZ |
| GSR | WAGIN-LAKE GRACE-NEWDEGATE | Ballaying-Wagin | 80.0 | 1731 | CBH MP27CN |
| GSR | WAGIN-LAKE GRACE-NEWDEGATE | Ballaying-Wagin | 80.0 | 1934 | DFZ |
| GSR | WAGIN-LAKE GRACE-NEWDEGATE | Ballaying-Wagin | 80.0 | 1958 | DBZ |
| GSR | WAGIN-LAKE GRACE-NEWDEGATE | Ballaying-Wagin | 80.0 | 1974 | CBH MP33CN |
| GSR | WAGIN-LAKE GRACE-NEWDEGATE | Ballaying-Wagin | 80.0 | 2123 | P |
| GSR | WAGIN-LAKE GRACE-NEWDEGATE | Bumbleyung-Tarin Rock | 47.5 | 1559 | CBH MP33CN |
| GSR | WAGIN-LAKE GRACE-NEWDEGATE | Buniche-Lake Grace | 60.0 | 1284 | DAZ |
| GSR | WAGIN-LAKE GRACE-NEWDEGATE | Buniche-Lake Grace | 60.0 | 1473 | DFZ |
| GSR | WAGIN-LAKE GRACE-NEWDEGATE | Buniche-Lake Grace | 60.0 | 1499 | DBZ |
| GSR | WAGIN-LAKE GRACE-NEWDEGATE | Buniche-Lake Grace | 60.0 | 1731 | CBH MP27CN |
| GSR | WAGIN-LAKE GRACE-NEWDEGATE | Buniche-Lake Grace | 60.0 | 1974 | CBH MP33CN |
| GSR | WAGIN-LAKE GRACE-NEWDEGATE | Buniche-Lake Grace†* | 60.0 | 1072 | AB |
| GSR | WAGIN-LAKE GRACE-NEWDEGATE | Buniche-Lake Grace†* | 60.0 | 1221 | DB |
| GSR | WAGIN-LAKE GRACE-NEWDEGATE | Buniche-Lake Grace†* | 60.0 | 1221 | D |
| GSR | WAGIN-LAKE GRACE-NEWDEGATE | Buniche-Lake Grace†* | 60.0 | 1617 | P |
| GSR | WAGIN-LAKE GRACE-NEWDEGATE | Buniche-Newdegate | 100.0 | 1705 | AB |
| GSR | WAGIN-LAKE GRACE-NEWDEGATE | Buniche-Newdegate | 100.0 | 1941 | D |
| GSR | WAGIN-LAKE GRACE-NEWDEGATE | Buniche-Newdegate | 100.0 | 1941 | DB |
| GSR | WAGIN-LAKE GRACE-NEWDEGATE | Buniche-Newdegate | 100.0 | 2034 | DAZ |
| GSR | WAGIN-LAKE GRACE-NEWDEGATE | Buniche-Newdegate | 100.0 | 2375 | DFZ |
| GSR | WAGIN-LAKE GRACE-NEWDEGATE | Buniche-Newdegate | 100.0 | 2383 | DBZ |
| GSR | WAGIN-LAKE GRACE-NEWDEGATE | Buniche-Newdegate | 100.0 | 2607 | P |
| GSR | WAGIN-LAKE GRACE-NEWDEGATE | Buniche-Newdegate | 100.0 | 2790 | CBH MP27CN |
| GSR | WAGIN-LAKE GRACE-NEWDEGATE | Buniche-Newdegate | 100.0 | 3183 | CBH MP33CN |
| GSR | WAGIN-LAKE GRACE-NEWDEGATE | Dumbleyung-Tarin Rock | 47.5 | 852 | AB |
| GSR | WAGIN-LAKE GRACE-NEWDEGATE | Dumbleyung-Tarin Rock | 47.5 | 973 | DB |
| GSR | WAGIN-LAKE GRACE-NEWDEGATE | Dumbleyung-Tarin Rock | 47.5 | 973 | D |
| GSR | WAGIN-LAKE GRACE-NEWDEGATE | Dumbleyung-Tarin Rock | 47.5 | 1276 | P |
| GSR | WAGIN-LAKE GRACE-NEWDEGATE | Dumbleyung-Tarin Rock | 48.0 | 1020 | DAZ |
| GSR | WAGIN-LAKE GRACE-NEWDEGATE | Dumbleyung-Tarin Rock | 48.0 | 1162 | DFZ |
| GSR | WAGIN-LAKE GRACE-NEWDEGATE | Dumbleyung-Tarin Rock | 48.0 | 1195 | DBZ |
| GSR | WAGIN-LAKE GRACE-NEWDEGATE | Dumbleyung-Tarin Rock | 48.0 | 1366 | CBH MP27CN |
| GSR | WAGIN-LAKE GRACE-NEWDEGATE | Lake Grace-Buniche | 50.0 | 891 | AB |
| GSR | WAGIN-LAKE GRACE-NEWDEGATE | Lake Grace-Buniche | 50.0 | 1023 | D |
| GSR | WAGIN-LAKE GRACE-NEWDEGATE | Lake Grace-Buniche | 50.0 | 1023 | DB |
| GSR | WAGIN-LAKE GRACE-NEWDEGATE | Lake Grace-Buniche | 50.0 | 1074 | DAZ |
| GSR | WAGIN-LAKE GRACE-NEWDEGATE | Lake Grace-Buniche | 50.0 | 1232 | DFZ |
| GSR | WAGIN-LAKE GRACE-NEWDEGATE | Lake Grace-Buniche | 50.0 | 1256 | DBZ |
| GSR | WAGIN-LAKE GRACE-NEWDEGATE | Lake Grace-Buniche | 50.0 | 1353 | P |
| GSR | WAGIN-LAKE GRACE-NEWDEGATE | Lake Grace-Buniche | 50.0 | 1448 | CBH MP27CN |
| GSR | WAGIN-LAKE GRACE-NEWDEGATE | Lake Grace-Buniche | 50.0 | 1652 | CBH MP33CN |
| GSR | WAGIN-LAKE GRACE-NEWDEGATE | Lake Grace-Moulyinning | 60.0 | 1731 | CBH MP27CN |
| GSR | WAGIN-LAKE GRACE-NEWDEGATE | Lake Grace-Moulyinning | 60.0 | 1974 | CBH MP33CN |
| GSR | WAGIN-LAKE GRACE-NEWDEGATE | Lake Grace-Moulyinning†† | 60.0 | 1072 | AB |
| GSR | WAGIN-LAKE GRACE-NEWDEGATE | Lake Grace-Moulyinning†† | 60.0 | 1221 | DB |
| GSR | WAGIN-LAKE GRACE-NEWDEGATE | Lake Grace-Moulyinning†† | 60.0 | 1221 | D |
| GSR | WAGIN-LAKE GRACE-NEWDEGATE | Lake Grace-Moulyinning†† | 60.0 | 1284 | DAZ |
| GSR | WAGIN-LAKE GRACE-NEWDEGATE | Lake Grace-Moulyinning†† | 60.0 | 1473 | DFZ |
| GSR | WAGIN-LAKE GRACE-NEWDEGATE | Lake Grace-Moulyinning†† | 60.0 | 1499 | DBZ |
| GSR | WAGIN-LAKE GRACE-NEWDEGATE | Lake Grace-Moulyinning†† | 60.0 | 1617 | P |
| GSR | WAGIN-LAKE GRACE-NEWDEGATE | Moulyinning-Ballaying | 60.0 | 1072 | AB |
| GSR | WAGIN-LAKE GRACE-NEWDEGATE | Moulyinning-Ballaying | 60.0 | 1221 | D |
| GSR | WAGIN-LAKE GRACE-NEWDEGATE | Moulyinning-Ballaying | 60.0 | 1221 | DB |
| GSR | WAGIN-LAKE GRACE-NEWDEGATE | Moulyinning-Ballaying | 60.0 | 1284 | DAZ |
| GSR | WAGIN-LAKE GRACE-NEWDEGATE | Moulyinning-Ballaying | 60.0 | 1473 | DFZ |
| GSR | WAGIN-LAKE GRACE-NEWDEGATE | Moulyinning-Ballaying | 60.0 | 1499 | DBZ |
| GSR | WAGIN-LAKE GRACE-NEWDEGATE | Moulyinning-Ballaying | 60.0 | 1617 | P |
| GSR | WAGIN-LAKE GRACE-NEWDEGATE | Moulyinning-Ballaying | 60.0 | 1731 | CBH MP27CN |
| GSR | WAGIN-LAKE GRACE-NEWDEGATE | Moulyinning-Ballaying | 60.0 | 1974 | CBH MP33CN |
| GSR | WAGIN-LAKE GRACE-NEWDEGATE | Newdegate-Bunchie | 80.0 | 1674 | DAZ |
| GSR | WAGIN-LAKE GRACE-NEWDEGATE | Newdegate-Bunchie | 80.0 | 1934 | DFZ |
| GSR | WAGIN-LAKE GRACE-NEWDEGATE | Newdegate-Bunchie | 80.0 | 1958 | DBZ |
| GSR | WAGIN-LAKE GRACE-NEWDEGATE | Newdegate-Bunchie | 80.0 | 2280 | CBH MP27CN |
| GSR | WAGIN-LAKE GRACE-NEWDEGATE | Newdegate-Bunchie | 80.0 | 2592 | CBH MP33CN |
| GSR | WAGIN-LAKE GRACE-NEWDEGATE | Newdegate-Bunich* | 80.0 | 1402 | AB |
| GSR | WAGIN-LAKE GRACE-NEWDEGATE | Newdegate-Bunich* | 80.0 | 1595 | DB |
| GSR | WAGIN-LAKE GRACE-NEWDEGATE | Newdegate-Bunich* | 80.0 | 1595 | D |
| GSR | WAGIN-LAKE GRACE-NEWDEGATE | Newdegate-Bunich* | 80.0 | 2123 | P |
| GSR | WAGIN-LAKE GRACE-NEWDEGATE | Tarin Rock-Lake Grace | 50.0 | 891 | AB |
| GSR | WAGIN-LAKE GRACE-NEWDEGATE | Tarin Rock-Lake Grace | 50.0 | 1023 | D |
| GSR | WAGIN-LAKE GRACE-NEWDEGATE | Tarin Rock-Lake Grace | 50.0 | 1023 | DB |
| GSR | WAGIN-LAKE GRACE-NEWDEGATE | Tarin Rock-Lake Grace | 50.0 | 1074 | DAZ |
| GSR | WAGIN-LAKE GRACE-NEWDEGATE | Tarin Rock-Lake Grace | 50.0 | 1232 | DFZ |
| GSR | WAGIN-LAKE GRACE-NEWDEGATE | Tarin Rock-Lake Grace | 50.0 | 1256 | DBZ |
| GSR | WAGIN-LAKE GRACE-NEWDEGATE | Tarin Rock-Lake Grace | 50.0 | 1353 | P |
| GSR | WAGIN-LAKE GRACE-NEWDEGATE | Tarin Rock-Lake Grace | 50.0 | 1448 | CBH MP27CN |
| GSR | WAGIN-LAKE GRACE-NEWDEGATE | Tarin Rock-Lake Grace | 50.0 | 1652 | CBH MP33CN |
| GSR | WAGIN-LAKE GRACE-NEWDEGATE | Wagin-Ballaying | 80.0 | 1402 | AB |
| GSR | WAGIN-LAKE GRACE-NEWDEGATE | Wagin-Ballaying | 80.0 | 1595 | DB |
| GSR | WAGIN-LAKE GRACE-NEWDEGATE | Wagin-Ballaying | 80.0 | 1595 | D |
| GSR | WAGIN-LAKE GRACE-NEWDEGATE | Wagin-Ballaying | 80.0 | 1674 | DAZ |
| GSR | WAGIN-LAKE GRACE-NEWDEGATE | Wagin-Ballaying | 80.0 | 1934 | DFZ |
| GSR | WAGIN-LAKE GRACE-NEWDEGATE | Wagin-Ballaying | 80.0 | 1958 | DBZ |
| GSR | WAGIN-LAKE GRACE-NEWDEGATE | Wagin-Ballaying | 80.0 | 2123 | P |
| GSR | WAGIN-LAKE GRACE-NEWDEGATE | Wagin-Ballaying | 80.0 | 2280 | CBH MP27CN |
| GSR | WAGIN-LAKE GRACE-NEWDEGATE | Wagin-Ballaying | 80.0 | 2592 | CBH MP33CN |
| MID WEST | GERALDTON-MULLEWA | Geraldton-Narngulu | 50.0 | 836 | A |
| MID WEST | GERALDTON-MULLEWA | Geraldton-Narngulu | 50.0 | 891 | AB |
| MID WEST | GERALDTON-MULLEWA | Geraldton-Narngulu | 50.0 | 1023 | D |
| MID WEST | GERALDTON-MULLEWA | Geraldton-Narngulu | 50.0 | 1023 | DB |
| MID WEST | GERALDTON-MULLEWA | Geraldton-Narngulu | 50.0 | 1074 | DAZ |
| MID WEST | GERALDTON-MULLEWA | Geraldton-Narngulu | 50.0 | 1232 | DFZ |
| MID WEST | GERALDTON-MULLEWA | Geraldton-Narngulu | 50.0 | 1256 | DBZ |
| MID WEST | GERALDTON-MULLEWA | Geraldton-Narngulu | 50.0 | 1353 | P |
| MID WEST | GERALDTON-MULLEWA | Geraldton-Narngulu | 50.0 | 1448 | CBH MP27CN |
| MID WEST | GERALDTON-MULLEWA | Geraldton-Narngulu | 50.0 | 1652 | CBH MP33CN |
| MID WEST | GERALDTON-MULLEWA | Mullewa-Northern Gully | 72.0 | 1530 | DAZ |
| MID WEST | GERALDTON-MULLEWA | Mullewa-Northern Gully | 72.0 | 1763 | DFZ |
| MID WEST | GERALDTON-MULLEWA | Mullewa-Northern Gully | 72.0 | 1789 | DBZ |
| MID WEST | GERALDTON-MULLEWA | Mullewa-Northern Gully | 72.5 | 1188 | A |
| MID WEST | GERALDTON-MULLEWA | Mullewa-Northern Gully | 72.5 | 1281 | AB |
| MID WEST | GERALDTON-MULLEWA | Mullewa-Northern Gully | 72.5 | 1936 | P |
| MID WEST | GERALDTON-MULLEWA | Mullewa-Northern Gully | 72.5 | 2072 | CBH MP27CN |
| MID WEST | GERALDTON-MULLEWA | Mullewa-Northern Gully | 72.5 | 2072 | CBH MP33CN |
| MID WEST | GERALDTON-MULLEWA | Mullewa-Pindar | 95.0 | 1512 | A |
| MID WEST | GERALDTON-MULLEWA | Mullewa-Pindar | 95.0 | 1628 | AB |
| MID WEST | GERALDTON-MULLEWA | Mullewa-Pindar | 95.0 | 2486 | P |
| MID WEST | GERALDTON-MULLEWA | Narngulu-Geraldton | 125.0 | 1903 | A |
| MID WEST | GERALDTON-MULLEWA | Narngulu-Geraldton | 125.0 | 2051 | AB |
| MID WEST | GERALDTON-MULLEWA | Narngulu-Geraldton | 125.0 | 2332 | DB |
| MID WEST | GERALDTON-MULLEWA | Narngulu-Geraldton | 125.0 | 2332 | D |
| MID WEST | GERALDTON-MULLEWA | Narngulu-Geraldton | 125.0 | 2862 | DBZ |
| MID WEST | GERALDTON-MULLEWA | Narngulu-Geraldton | 125.0 | 2862 | DAZ |
| MID WEST | GERALDTON-MULLEWA | Narngulu-Geraldton | 125.0 | 2886 | DFZ |
| MID WEST | GERALDTON-MULLEWA | Narngulu-Geraldton | 125.0 | 3168 | P |
| MID WEST | GERALDTON-MULLEWA | Narngulu-Geraldton | 125.0 | 3391 | CBH MP27CN |
| MID WEST | GERALDTON-MULLEWA | Narngulu-Geraldton | 125.0 | 3391 | CBH MP33CN |
| MID WEST | GERALDTON-MULLEWA | Narngulu-Northern Gully | 45.0 | 748 | A |
| MID WEST | GERALDTON-MULLEWA | Narngulu-Northern Gully | 45.0 | 808 | AB |
| MID WEST | GERALDTON-MULLEWA | Narngulu-Northern Gully | 45.0 | 966 | DAZ |
| MID WEST | GERALDTON-MULLEWA | Narngulu-Northern Gully | 45.0 | 1102 | DFZ |
| MID WEST | GERALDTON-MULLEWA | Narngulu-Northern Gully | 45.0 | 1127 | DBZ |
| MID WEST | GERALDTON-MULLEWA | Narngulu-Northern Gully | 45.0 | 1210 | P |
| MID WEST | GERALDTON-MULLEWA | Narngulu-Northern Gully | 45.0 | 1295 | CBH MP27CN |
| MID WEST | GERALDTON-MULLEWA | Narngulu-Northern Gully | 45.0 | 1478 | CBH MP33CN |
| MID WEST | GERALDTON-MULLEWA | Northern Gully-Mullewa | 50.0 | 836 | A |
| MID WEST | GERALDTON-MULLEWA | Northern Gully-Mullewa | 50.0 | 891 | AB |
| MID WEST | GERALDTON-MULLEWA | Northern Gully-Mullewa | 50.0 | 1074 | DAZ |
| MID WEST | GERALDTON-MULLEWA | Northern Gully-Mullewa | 50.0 | 1232 | DFZ |
| MID WEST | GERALDTON-MULLEWA | Northern Gully-Mullewa | 50.0 | 1256 | DBZ |
| MID WEST | GERALDTON-MULLEWA | Northern Gully-Mullewa | 50.0 | 1353 | P |
| MID WEST | GERALDTON-MULLEWA | Northern Gully-Mullewa | 50.0 | 1448 | CBH MP27CN |
| MID WEST | GERALDTON-MULLEWA | Northern Gully-Mullewa | 50.0 | 1652 | CBH MP33CN |
| MID WEST | GERALDTON-MULLEWA | Northern Gully-Narngulu | 80.0 | 1298 | A |
| MID WEST | GERALDTON-MULLEWA | Northern Gully-Narngulu | 80.0 | 1402 | AB |
| MID WEST | GERALDTON-MULLEWA | Northern Gully-Narngulu | 80.0 | 1674 | DAZ |
| MID WEST | GERALDTON-MULLEWA | Northern Gully-Narngulu | 80.0 | 1934 | DFZ |
| MID WEST | GERALDTON-MULLEWA | Northern Gully-Narngulu | 80.0 | 1958 | DBZ |
| MID WEST | GERALDTON-MULLEWA | Northern Gully-Narngulu | 80.0 | 2123 | P |
| MID WEST | GERALDTON-MULLEWA | Northern Gully-Narngulu | 80.0 | 2280 | CBH MP27CN |
| MID WEST | GERALDTON-MULLEWA | Northern Gully-Narngulu | 80.0 | 2592 | CBH MP33CN |
| MID WEST | GERALDTON-MULLEWA | Pindar-Mullewa | 65.0 | 1072 | A |
| MID WEST | GERALDTON-MULLEWA | Pindar-Mullewa | 65.0 | 1160 | AB |
| MID WEST | GERALDTON-MULLEWA | Pindar-Mullewa | 65.0 | 1749 | P |
| MID WEST | MAYA-MULLEWA | Bowgada-Morawa | 110.0 | 1710 | A |
| MID WEST | MAYA-MULLEWA | Bowgada-Morawa | 110.0 | 1848 | AB |
| MID WEST | MAYA-MULLEWA | Bowgada-Morawa | 110.0 | 2579 | DAZ |
| MID WEST | MAYA-MULLEWA | Bowgada-Morawa | 110.0 | 2585 | DFZ |
| MID WEST | MAYA-MULLEWA | Bowgada-Morawa | 110.0 | 2838 | P |
| MID WEST | MAYA-MULLEWA | Bowgada-Morawa | 110.0 | 3038 | CBH MP27CN |
| MID WEST | MAYA-MULLEWA | Canna-Morawa | 100.0 | 1578 | A |
| MID WEST | MAYA-MULLEWA | Canna-Morawa | 100.0 | 1705 | AB |
| MID WEST | MAYA-MULLEWA | Canna-Morawa | 100.0 | 2034 | DAZ |
| MID WEST | MAYA-MULLEWA | Canna-Morawa | 100.0 | 2375 | DFZ |
| MID WEST | MAYA-MULLEWA | Canna-Morawa | 100.0 | 2383 | DBZ |
| MID WEST | MAYA-MULLEWA | Canna-Morawa | 100.0 | 2607 | P |
| MID WEST | MAYA-MULLEWA | Canna-Morawa | 100.0 | 2790 | CBH MP27CN |
| MID WEST | MAYA-MULLEWA | Canna-Morawa | 100.0 | 3183 | CBH MP33CN |
| MID WEST | MAYA-MULLEWA | Karara-Tilley | 120.0 | 2780 | DFZ |
| MID WEST | MAYA-MULLEWA | Karara-Tilley | 120.0 | 3058 | ACN |
| MID WEST | MAYA-MULLEWA | Karara-Tilley | 120.0 | 3058 | P |
| MID WEST | MAYA-MULLEWA | Maya-Latham | 75.0 | 1226 | A |
| MID WEST | MAYA-MULLEWA | Morawa-Mullewa | 72.0 | 1530 | DAZ |
| MID WEST | MAYA-MULLEWA | Morawa-Mullewa | 72.0 | 1763 | DFZ |
| MID WEST | MAYA-MULLEWA | Morawa-Mullewa | 72.0 | 1789 | DBZ |
| MID WEST | MAYA-MULLEWA | Morawa-Mullewa | 72.5 | 1188 | A |
| MID WEST | MAYA-MULLEWA | Morawa-Mullewa | 72.5 | 1281 | AB |
| MID WEST | MAYA-MULLEWA | Morawa-Mullewa | 72.5 | 1936 | P |
| MID WEST | MAYA-MULLEWA | Morawa-Mullewa | 72.5 | 2072 | CBH MP27CN |
| MID WEST | MAYA-MULLEWA | Morawa-Mullewa | 72.5 | 2364 | CBH MP33CN |
| MID WEST | MAYA-MULLEWA | Morawa-Perenjori | 70.0 | 1149 | A |
| MID WEST | MAYA-MULLEWA | Morawa-Perenjori | 70.0 | 1243 | AB |
| MID WEST | MAYA-MULLEWA | Morawa-Perenjori | 70.0 | 1482 | DAZ |
| MID WEST | MAYA-MULLEWA | Morawa-Perenjori | 70.0 | 1703 | DFZ |
| MID WEST | MAYA-MULLEWA | Morawa-Perenjori | 70.0 | 1870 | P |
| MID WEST | MAYA-MULLEWA | Morawa-Perenjori | 70.0 | 1948 | CBH MP27CN |
| MID WEST | MAYA-MULLEWA | Mullewa-Canna | 60.0 | 995 | A |
| MID WEST | MAYA-MULLEWA | Mullewa-Canna | 60.0 | 1072 | AB |
| MID WEST | MAYA-MULLEWA | Mullewa-Canna | 60.0 | 1284 | DAZ |
| MID WEST | MAYA-MULLEWA | Mullewa-Canna | 60.0 | 1473 | DFZ |
| MID WEST | MAYA-MULLEWA | Mullewa-Canna | 60.0 | 1499 | DBZ |
| MID WEST | MAYA-MULLEWA | Mullewa-Canna | 60.0 | 1617 | P |
| MID WEST | MAYA-MULLEWA | Mullewa-Canna | 60.0 | 1731 | CBH MP27CN |
| MID WEST | MAYA-MULLEWA | Mullewa-Canna | 60.0 | 1974 | CBH MP33CN |
| MID WEST | MAYA-MULLEWA | Perenjori-Bowgada | 90.0 | 1441 | A |
| MID WEST | MAYA-MULLEWA | Perenjori-Bowgada | 90.0 | 1556 | AB |
| MID WEST | MAYA-MULLEWA | Perenjori-Bowgada | 90.0 | 1860 | DAZ |
| MID WEST | MAYA-MULLEWA | Perenjori-Bowgada | 90.0 | 2154 | DFZ |
| MID WEST | MAYA-MULLEWA | Perenjori-Bowgada | 90.0 | 2365 | P |
| MID WEST | MAYA-MULLEWA | Perenjori-Bowgada | 90.0 | 2531 | CBH MP27CN |
| MID WEST | MAYA-MULLEWA | Tilley-Karara | 67.0 | 1434 | DFZ |
| MID WEST | MAYA-MULLEWA | Tilley-Karara | 67.0 | 1804 | ACN |
| MID WEST | MAYA-MULLEWA | Tilley-Karara | 67.0 | 1804 | P |
| MR | KWINANA-FORRESTFIELD-GERALDTON | Carnamah-Coorow | 75.0 | 975 | G |
| MR | KWINANA-FORRESTFIELD-GERALDTON | Carnamah-Coorow | 75.0 | 1226 | A |
| MR | KWINANA-FORRESTFIELD-GERALDTON | Carnamah-Coorow | 75.0 | 1320 | AB |
| MR | KWINANA-FORRESTFIELD-GERALDTON | Carnamah-Coorow | 75.0 | 1578 | DAZ |
| MR | KWINANA-FORRESTFIELD-GERALDTON | Carnamah-Coorow | 75.0 | 1824 | DFZ |
| MR | KWINANA-FORRESTFIELD-GERALDTON | Carnamah-Coorow | 75.0 | 2002 | P |
| MR | KWINANA-FORRESTFIELD-GERALDTON | Carnamah-Coorow | 75.0 | 2143 | CBH MP27CN |
| MR | KWINANA-FORRESTFIELD-GERALDTON | Carnamah-Three Springs | 65.0 | 855 | G |
| MR | KWINANA-FORRESTFIELD-GERALDTON | Carnamah-Three Springs | 65.0 | 1072 | A |
| MR | KWINANA-FORRESTFIELD-GERALDTON | Carnamah-Three Springs | 65.0 | 1160 | AB |
| MR | KWINANA-FORRESTFIELD-GERALDTON | Carnamah-Three Springs | 65.0 | 1386 | DAZ |
| MR | KWINANA-FORRESTFIELD-GERALDTON | Carnamah-Three Springs | 65.0 | 1593 | DFZ |
| MR | KWINANA-FORRESTFIELD-GERALDTON | Carnamah-Three Springs | 65.0 | 1749 | P |
| MR | KWINANA-FORRESTFIELD-GERALDTON | Carnamah-Three Springs | 65.0 | 1873 | CBH MP27CN |
| MR | KWINANA-FORRESTFIELD-GERALDTON | Chandala-Mooliabeenie | 55.0 | 730 | G |
| MR | KWINANA-FORRESTFIELD-GERALDTON | Chandala-Mooliabeenie | 55.0 | 913 | A |
| MR | KWINANA-FORRESTFIELD-GERALDTON | Chandala-Mooliabeenie | 55.0 | 984 | AB |
| MR | KWINANA-FORRESTFIELD-GERALDTON | Chandala-Mooliabeenie | 55.0 | 1122 | D |
| MR | KWINANA-FORRESTFIELD-GERALDTON | Chandala-Mooliabeenie | 55.0 | 1122 | DB |
| MR | KWINANA-FORRESTFIELD-GERALDTON | Chandala-Mooliabeenie | 55.0 | 1182 | DAZ |
| MR | KWINANA-FORRESTFIELD-GERALDTON | Chandala-Mooliabeenie | 55.0 | 1353 | DFZ |
| MR | KWINANA-FORRESTFIELD-GERALDTON | Chandala-Mooliabeenie | 55.0 | 1377 | DBZ |
| MR | KWINANA-FORRESTFIELD-GERALDTON | Chandala-Mooliabeenie | 55.0 | 1485 | P |
| MR | KWINANA-FORRESTFIELD-GERALDTON | Chandala-Mooliabeenie | 55.0 | 1590 | CBH MP27CN |
| MR | KWINANA-FORRESTFIELD-GERALDTON | Chandala-Mooliabeenie | 55.0 | 1814 | CBH MP33CN |
| MR | KWINANA-FORRESTFIELD-GERALDTON | Coomberdale-Mooliabeenie | 55.0 | 730 | G |
| MR | KWINANA-FORRESTFIELD-GERALDTON | Coomberdale-Mooliabeenie | 55.0 | 913 | A |
| MR | KWINANA-FORRESTFIELD-GERALDTON | Coomberdale-Mooliabeenie | 55.0 | 984 | AB |
| MR | KWINANA-FORRESTFIELD-GERALDTON | Coomberdale-Mooliabeenie | 55.0 | 1122 | DB |
| MR | KWINANA-FORRESTFIELD-GERALDTON | Coomberdale-Mooliabeenie | 55.0 | 1122 | D |
| MR | KWINANA-FORRESTFIELD-GERALDTON | Coomberdale-Mooliabeenie | 55.0 | 1182 | DAZ |
| MR | KWINANA-FORRESTFIELD-GERALDTON | Coomberdale-Mooliabeenie | 55.0 | 1353 | DFZ |
| MR | KWINANA-FORRESTFIELD-GERALDTON | Coomberdale-Mooliabeenie | 55.0 | 1377 | DBZ |
| MR | KWINANA-FORRESTFIELD-GERALDTON | Coomberdale-Mooliabeenie | 55.0 | 1485 | P |
| MR | KWINANA-FORRESTFIELD-GERALDTON | Coomberdale-Mooliabeenie | 55.0 | 1590 | CBH MP27CN |
| MR | KWINANA-FORRESTFIELD-GERALDTON | Coorow-Carnamah | 65.0 | 1072 | A |
| MR | KWINANA-FORRESTFIELD-GERALDTON | Coorow-Carnamah | 65.0 | 1160 | AB |
| MR | KWINANA-FORRESTFIELD-GERALDTON | Coorow-Carnamah | 65.0 | 1386 | DAZ |
| MR | KWINANA-FORRESTFIELD-GERALDTON | Coorow-Carnamah | 65.0 | 1593 | DFZ |
| MR | KWINANA-FORRESTFIELD-GERALDTON | Coorow-Carnamah | 65.0 | 1749 | P |
| MR | KWINANA-FORRESTFIELD-GERALDTON | Coorow-Carnamah | 65.0 | 1873 | CBH MP27CN |
| MR | KWINANA-FORRESTFIELD-GERALDTON | Coorow-Marchagee | 55.0 | 730 | G |
| MR | KWINANA-FORRESTFIELD-GERALDTON | Coorow-Marchagee | 55.0 | 913 | A |
| MR | KWINANA-FORRESTFIELD-GERALDTON | Coorow-Marchagee | 55.0 | 984 | AB |
| MR | KWINANA-FORRESTFIELD-GERALDTON | Coorow-Marchagee | 55.0 | 1122 | D |
| MR | KWINANA-FORRESTFIELD-GERALDTON | Coorow-Marchagee | 55.0 | 1122 | DB |
| MR | KWINANA-FORRESTFIELD-GERALDTON | Coorow-Marchagee | 55.0 | 1182 | DAZ |
| MR | KWINANA-FORRESTFIELD-GERALDTON | Coorow-Marchagee | 55.0 | 1353 | DFZ |
| MR | KWINANA-FORRESTFIELD-GERALDTON | Coorow-Marchagee | 55.0 | 1377 | DBZ |
| MR | KWINANA-FORRESTFIELD-GERALDTON | Coorow-Marchagee | 55.0 | 1485 | P |
| MR | KWINANA-FORRESTFIELD-GERALDTON | Coorow-Marchagee | 55.0 | 1590 | CBH MP27CN |
| MR | KWINANA-FORRESTFIELD-GERALDTON | Dongara-Carnamah | 55.0 | 730 | G |
| MR | KWINANA-FORRESTFIELD-GERALDTON | Dongara-Carnamah | 55.0 | 913 | A |
| MR | KWINANA-FORRESTFIELD-GERALDTON | Dongara-Carnamah | 55.0 | 984 | AB |
| MR | KWINANA-FORRESTFIELD-GERALDTON | Dongara-Carnamah | 55.0 | 1182 | DAZ |
| MR | KWINANA-FORRESTFIELD-GERALDTON | Dongara-Carnamah | 55.0 | 1353 | DFZ |
| MR | KWINANA-FORRESTFIELD-GERALDTON | Dongara-Carnamah | 55.0 | 1485 | P |
| MR | KWINANA-FORRESTFIELD-GERALDTON | Dongara-Carnamah | 55.0 | 1590 | CBH MP27CN |
| MR | KWINANA-FORRESTFIELD-GERALDTON | Dongara-Narngulu | 80.0 | 1035 | G |
| MR | KWINANA-FORRESTFIELD-GERALDTON | Dongara-Narngulu | 80.0 | 1298 | A |
| MR | KWINANA-FORRESTFIELD-GERALDTON | Dongara-Narngulu | 80.0 | 1402 | AB |
| MR | KWINANA-FORRESTFIELD-GERALDTON | Dongara-Narngulu | 80.0 | 1595 | DB |
| MR | KWINANA-FORRESTFIELD-GERALDTON | Dongara-Narngulu | 80.0 | 1595 | D |
| MR | KWINANA-FORRESTFIELD-GERALDTON | Dongara-Narngulu | 80.0 | 1674 | DAZ |
| MR | KWINANA-FORRESTFIELD-GERALDTON | Dongara-Narngulu | 80.0 | 1934 | DFZ |
| MR | KWINANA-FORRESTFIELD-GERALDTON | Dongara-Narngulu | 80.0 | 1958 | DBZ |
| MR | KWINANA-FORRESTFIELD-GERALDTON | Dongara-Narngulu | 80.0 | 2123 | P |
| MR | KWINANA-FORRESTFIELD-GERALDTON | Dongara-Narngulu | 80.0 | 2280 | CBH MP27CN |
| MR | KWINANA-FORRESTFIELD-GERALDTON | Dongara-Narngulu | 80.0 | 2592 | CBH MP33CN |
| MR | KWINANA-FORRESTFIELD-GERALDTON | Dongara-South Mine | 120.0 | 1837 | A |
| MR | KWINANA-FORRESTFIELD-GERALDTON | Dongara-South Mine | 120.0 | 1985 | AB |
| MR | KWINANA-FORRESTFIELD-GERALDTON | Dongara-South Mine | 120.0 | 2255 | D |
| MR | KWINANA-FORRESTFIELD-GERALDTON | Dongara-South Mine | 120.0 | 2255 | DB |
| MR | KWINANA-FORRESTFIELD-GERALDTON | Dongara-South Mine | 120.0 | 3058 | P |
| MR | KWINANA-FORRESTFIELD-GERALDTON | Forrestfield-Chandala | 90.0 | 1150 | G |
| MR | KWINANA-FORRESTFIELD-GERALDTON | Forrestfield-Chandala | 90.0 | 1441 | A |
| MR | KWINANA-FORRESTFIELD-GERALDTON | Forrestfield-Chandala | 90.0 | 1556 | AB |
| MR | KWINANA-FORRESTFIELD-GERALDTON | Forrestfield-Chandala | 90.0 | 1771 | DB |
| MR | KWINANA-FORRESTFIELD-GERALDTON | Forrestfield-Chandala | 90.0 | 1771 | D |
| MR | KWINANA-FORRESTFIELD-GERALDTON | Forrestfield-Chandala | 90.0 | 1860 | DAZ |
| MR | KWINANA-FORRESTFIELD-GERALDTON | Forrestfield-Chandala | 90.0 | 2154 | DFZ |
| MR | KWINANA-FORRESTFIELD-GERALDTON | Forrestfield-Chandala | 90.0 | 2174 | DBZ |
| MR | KWINANA-FORRESTFIELD-GERALDTON | Forrestfield-Chandala | 90.0 | 2365 | P |
| MR | KWINANA-FORRESTFIELD-GERALDTON | Forrestfield-Chandala | 90.0 | 2531 | CBH MP27CN |
| MR | KWINANA-FORRESTFIELD-GERALDTON | Forrestfield-Chandala | 90.0 | 2888 | CBH MP33CN |
| MR | KWINANA-FORRESTFIELD-GERALDTON | Forrestfield-Kwinana | 200.0 | 1160 | F |
| MR | KWINANA-FORRESTFIELD-GERALDTON | Forrestfield-Kwinana | 200.0 | 2155 | G |
| MR | KWINANA-FORRESTFIELD-GERALDTON | Forrestfield-Kwinana | 200.0 | 2706 | A |
| MR | KWINANA-FORRESTFIELD-GERALDTON | Forrestfield-Kwinana | 200.0 | 2920 | AB |
| MR | KWINANA-FORRESTFIELD-GERALDTON | Forrestfield-Kwinana | 200.0 | 3320 | DB |
| MR | KWINANA-FORRESTFIELD-GERALDTON | Forrestfield-Kwinana | 200.0 | 3320 | D |
| MR | KWINANA-FORRESTFIELD-GERALDTON | Forrestfield-Kwinana | 200.0 | 3480 | DAZ |
| MR | KWINANA-FORRESTFIELD-GERALDTON | Forrestfield-Kwinana | 200.0 | 4007 | DBZ |
| MR | KWINANA-FORRESTFIELD-GERALDTON | Forrestfield-Kwinana | 200.0 | 4077 | DAZ |
| MR | KWINANA-FORRESTFIELD-GERALDTON | Forrestfield-Kwinana | 200.0 | 4249 | DFZ |
| MR | KWINANA-FORRESTFIELD-GERALDTON | Forrestfield-Kwinana | 200.0 | 4644 | P |
| MR | KWINANA-FORRESTFIELD-GERALDTON | Forrestfield-Kwinana | 200.0 | 4992 | CBH MP27CN |
| MR | KWINANA-FORRESTFIELD-GERALDTON | Forrestfield-Kwinana | 200.0 | 5694 | CBH MP33CN |
| MR | KWINANA-FORRESTFIELD-GERALDTON | Geraldton-Narngulu | 50.0 | 665 | G |
| MR | KWINANA-FORRESTFIELD-GERALDTON | Geraldton-Narngulu | 50.0 | 836 | A |
| MR | KWINANA-FORRESTFIELD-GERALDTON | Geraldton-Narngulu | 50.0 | 891 | AB |
| MR | KWINANA-FORRESTFIELD-GERALDTON | Geraldton-Narngulu | 50.0 | 1023 | D |
| MR | KWINANA-FORRESTFIELD-GERALDTON | Geraldton-Narngulu | 50.0 | 1023 | DB |
| MR | KWINANA-FORRESTFIELD-GERALDTON | Geraldton-Narngulu | 50.0 | 1074 | DAZ |
| MR | KWINANA-FORRESTFIELD-GERALDTON | Geraldton-Narngulu | 50.0 | 1232 | DFZ |
| MR | KWINANA-FORRESTFIELD-GERALDTON | Geraldton-Narngulu | 50.0 | 1353 | P |
| MR | KWINANA-FORRESTFIELD-GERALDTON | Geraldton-Narngulu | 50.0 | 1448 | CBH MP27CN |
| MR | KWINANA-FORRESTFIELD-GERALDTON | Geraldton-Narngulu | 200.0 | 1652 | CBH MP33CN |
| MR | KWINANA-FORRESTFIELD-GERALDTON | Geraldton-Narngulu | 200.0 | 4007 | DBZ |
| MR | KWINANA-FORRESTFIELD-GERALDTON | Kwinana-Forrestfield | 200.0 | 1160 | F |
| MR | KWINANA-FORRESTFIELD-GERALDTON | Kwinana-Forrestfield | 200.0 | 2155 | G |
| MR | KWINANA-FORRESTFIELD-GERALDTON | Kwinana-Forrestfield | 200.0 | 2706 | A |
| MR | KWINANA-FORRESTFIELD-GERALDTON | Kwinana-Forrestfield | 200.0 | 2920 | AB |
| MR | KWINANA-FORRESTFIELD-GERALDTON | Kwinana-Forrestfield | 200.0 | 3322 | DB |
| MR | KWINANA-FORRESTFIELD-GERALDTON | Kwinana-Forrestfield | 200.0 | 3322 | D |
| MR | KWINANA-FORRESTFIELD-GERALDTON | Kwinana-Forrestfield | 200.0 | 3480 | DAZ |
| MR | KWINANA-FORRESTFIELD-GERALDTON | Kwinana-Forrestfield | 200.0 | 4007 | DBZ |
| MR | KWINANA-FORRESTFIELD-GERALDTON | Kwinana-Forrestfield | 200.0 | 4077 | DAZ |
| MR | KWINANA-FORRESTFIELD-GERALDTON | Kwinana-Forrestfield | 200.0 | 4249 | DAZ |
| MR | KWINANA-FORRESTFIELD-GERALDTON | Kwinana-Forrestfield | 200.0 | 4644 | P |
| MR | KWINANA-FORRESTFIELD-GERALDTON | Kwinana-Forrestfield | 200.0 | 4992 | CBH MP27CN |
| MR | KWINANA-FORRESTFIELD-GERALDTON | Kwinana-Forrestfield | 200.0 | 5694 | CBH MP33CN |
| MR | KWINANA-FORRESTFIELD-GERALDTON | Marchagee-Coomberdale | 67.5 | 885 | G |
| MR | KWINANA-FORRESTFIELD-GERALDTON | Marchagee-Coomberdale | 67.5 | 1111 | A |
| MR | KWINANA-FORRESTFIELD-GERALDTON | Marchagee-Coomberdale | 67.5 | 1199 | AB |
| MR | KWINANA-FORRESTFIELD-GERALDTON | Marchagee-Coomberdale | 67.5 | 1364 | D |
| MR | KWINANA-FORRESTFIELD-GERALDTON | Marchagee-Coomberdale | 67.5 | 1364 | DB |
| MR | KWINANA-FORRESTFIELD-GERALDTON | Marchagee-Coomberdale | 67.5 | 1804 | P |
| MR | KWINANA-FORRESTFIELD-GERALDTON | Marchagee-Coomberdale | 67.5 | 1930 | CBH MP27CN |
| MR | KWINANA-FORRESTFIELD-GERALDTON | Marchagee-Coomberdale | 68.0 | 1434 | DAZ |
| MR | KWINANA-FORRESTFIELD-GERALDTON | Marchagee-Coomberdale | 68.0 | 1643 | DFZ |
| MR | KWINANA-FORRESTFIELD-GERALDTON | Marchagee-Coomberdale | 68.0 | 1674 | DBZ |
| MR | KWINANA-FORRESTFIELD-GERALDTON | Mooliabeenie-Forrestfield | 90.0 | 1150 | G |
| MR | KWINANA-FORRESTFIELD-GERALDTON | Mooliabeenie-Forrestfield | 90.0 | 1441 | A |
| MR | KWINANA-FORRESTFIELD-GERALDTON | Mooliabeenie-Forrestfield | 90.0 | 1556 | AB |
| MR | KWINANA-FORRESTFIELD-GERALDTON | Mooliabeenie-Forrestfield | 90.0 | 1771 | DB |
| MR | KWINANA-FORRESTFIELD-GERALDTON | Mooliabeenie-Forrestfield | 90.0 | 1771 | D |
| MR | KWINANA-FORRESTFIELD-GERALDTON | Mooliabeenie-Forrestfield | 90.0 | 1860 | DAZ |
| MR | KWINANA-FORRESTFIELD-GERALDTON | Mooliabeenie-Forrestfield | 90.0 | 2154 | DFZ |
| MR | KWINANA-FORRESTFIELD-GERALDTON | Mooliabeenie-Forrestfield | 90.0 | 2174 | DBZ |
| MR | KWINANA-FORRESTFIELD-GERALDTON | Mooliabeenie-Forrestfield | 90.0 | 2365 | P |
| MR | KWINANA-FORRESTFIELD-GERALDTON | Mooliabeenie-Forrestfield | 90.0 | 2531 | CBH MP27CN |
| MR | KWINANA-FORRESTFIELD-GERALDTON | Mooliabeenie-Forrestfield | 90.0 | 2888 | CBH MP33CN |
| MR | KWINANA-FORRESTFIELD-GERALDTON | Mooliabeenie-Watheroo | 67.5 | 1930 | CBH MP27CN |
| MR | KWINANA-FORRESTFIELD-GERALDTON | Mooliabeenie-Watheroo | 68.0 | 1434 | DAZ |
| MR | KWINANA-FORRESTFIELD-GERALDTON | Mooliabeenie-Watheroo | 68.0 | 1643 | DFZ |
| MR | KWINANA-FORRESTFIELD-GERALDTON | Mooliabennie-Watheroo | 67.5 | 885 | G |
| MR | KWINANA-FORRESTFIELD-GERALDTON | Mooliabennie-Watheroo | 67.5 | 1111 | A |
| MR | KWINANA-FORRESTFIELD-GERALDTON | Mooliabennie-Watheroo | 67.5 | 1199 | AB |
| MR | KWINANA-FORRESTFIELD-GERALDTON | Mooliabennie-Watheroo | 67.5 | 1364 | D |
| MR | KWINANA-FORRESTFIELD-GERALDTON | Mooliabennie-Watheroo | 67.5 | 1364 | DB |
| MR | KWINANA-FORRESTFIELD-GERALDTON | Mooliabennie-Watheroo | 67.5 | 1804 | P |
| MR | KWINANA-FORRESTFIELD-GERALDTON | Mooliabennie-Watheroo | 68.0 | 1674 | DBZ |
| MR | KWINANA-FORRESTFIELD-GERALDTON | Narngulu-Dongara | 65.0 | 855 | G |
| MR | KWINANA-FORRESTFIELD-GERALDTON | Narngulu-Dongara | 65.0 | 1072 | A |
| MR | KWINANA-FORRESTFIELD-GERALDTON | Narngulu-Dongara | 65.0 | 1160 | AB |
| MR | KWINANA-FORRESTFIELD-GERALDTON | Narngulu-Dongara | 65.0 | 1320 | DB |
| MR | KWINANA-FORRESTFIELD-GERALDTON | Narngulu-Dongara | 65.0 | 1320 | D |
| MR | KWINANA-FORRESTFIELD-GERALDTON | Narngulu-Dongara | 65.0 | 1386 | DAZ |
| MR | KWINANA-FORRESTFIELD-GERALDTON | Narngulu-Dongara | 65.0 | 1593 | DFZ |
| MR | KWINANA-FORRESTFIELD-GERALDTON | Narngulu-Dongara | 65.0 | 1620 | DBZ |
| MR | KWINANA-FORRESTFIELD-GERALDTON | Narngulu-Dongara | 65.0 | 1749 | P |
| MR | KWINANA-FORRESTFIELD-GERALDTON | Narngulu-Dongara | 65.0 | 1873 | CBH MP27CN |
| MR | KWINANA-FORRESTFIELD-GERALDTON | Narngulu-Dongara | 90.0 | 2136 | CBH MP33CN |
| MR | KWINANA-FORRESTFIELD-GERALDTON | Narngulu-Geraldton | 125.0 | 1515 | G |
| MR | KWINANA-FORRESTFIELD-GERALDTON | Narngulu-Geraldton | 125.0 | 1903 | A |
| MR | KWINANA-FORRESTFIELD-GERALDTON | Narngulu-Geraldton | 125.0 | 2051 | AB |
| MR | KWINANA-FORRESTFIELD-GERALDTON | Narngulu-Geraldton | 125.0 | 2332 | D |
| MR | KWINANA-FORRESTFIELD-GERALDTON | Narngulu-Geraldton | 125.0 | 2332 | DB |
| MR | KWINANA-FORRESTFIELD-GERALDTON | Narngulu-Geraldton | 125.0 | 2862 | DBZ |
| MR | KWINANA-FORRESTFIELD-GERALDTON | Narngulu-Geraldton | 125.0 | 2862 | DAZ |
| MR | KWINANA-FORRESTFIELD-GERALDTON | Narngulu-Geraldton | 125.0 | 3168 | P |
| MR | KWINANA-FORRESTFIELD-GERALDTON | Narngulu-Geraldton | 125.0 | 3391 | CBH MP27CN |
| MR | KWINANA-FORRESTFIELD-GERALDTON | Narngulu-Geraldton | 125.0 | 3869 | CBH MP33CN |
| MR | KWINANA-FORRESTFIELD-GERALDTON | South Mine-Dongara | 120.0 | 1837 | A |
| MR | KWINANA-FORRESTFIELD-GERALDTON | South Mine-Dongara | 120.0 | 1985 | AB |
| MR | KWINANA-FORRESTFIELD-GERALDTON | South Mine-Dongara | 120.0 | 2255 | DB |
| MR | KWINANA-FORRESTFIELD-GERALDTON | South Mine-Dongara | 120.0 | 2255 | D |
| MR | KWINANA-FORRESTFIELD-GERALDTON | South Mine-Dongara | 120.0 | 3058 | P |
| MR | KWINANA-FORRESTFIELD-GERALDTON | Three Springs-Dongara | 55.0 | 730 | G |
| MR | KWINANA-FORRESTFIELD-GERALDTON | Three Springs-Dongara | 55.0 | 913 | A |
| MR | KWINANA-FORRESTFIELD-GERALDTON | Three Springs-Dongara | 55.0 | 984 | AB |
| MR | KWINANA-FORRESTFIELD-GERALDTON | Three Springs-Dongara | 55.0 | 1182 | DAZ |
| MR | KWINANA-FORRESTFIELD-GERALDTON | Three Springs-Dongara | 55.0 | 1353 | DFZ |
| MR | KWINANA-FORRESTFIELD-GERALDTON | Three Springs-Dongara | 55.0 | 1485 | P |
| MR | KWINANA-FORRESTFIELD-GERALDTON | Three Springs-Dongara | 55.0 | 1590 | CBH MP27CN |
| MR | KWINANA-FORRESTFIELD-GERALDTON | Watheroo-Coorow | 55.0 | 730 | G |
| MR | KWINANA-FORRESTFIELD-GERALDTON | Watheroo-Coorow | 55.0 | 913 | A |
| MR | KWINANA-FORRESTFIELD-GERALDTON | Watheroo-Coorow | 55.0 | 984 | AB |
| MR | KWINANA-FORRESTFIELD-GERALDTON | Watheroo-Coorow | 55.0 | 1122 | D |
| MR | KWINANA-FORRESTFIELD-GERALDTON | Watheroo-Coorow | 55.0 | 1122 | DB |
| MR | KWINANA-FORRESTFIELD-GERALDTON | Watheroo-Coorow | 55.0 | 1182 | DAZ |
| MR | KWINANA-FORRESTFIELD-GERALDTON | Watheroo-Coorow | 55.0 | 1353 | DFZ |
| MR | KWINANA-FORRESTFIELD-GERALDTON | Watheroo-Coorow | 55.0 | 1377 | DBZ |
| MR | KWINANA-FORRESTFIELD-GERALDTON | Watheroo-Coorow | 55.0 | 1485 | P |
| MR | KWINANA-FORRESTFIELD-GERALDTON | Watheroo-Coorow | 55.0 | 1590 | CBH MP27CN |
| MR | TOODYAY WEST-MILING | Bindi Bindi-Miling | 130.0 | 830 | F |
| MR | TOODYAY WEST-MILING | Bindi Bindi-Miling | 130.0 | 2117 | A |
| MR | TOODYAY WEST-MILING | Bindi Bindi-Miling | 130.0 | 3278 | P |
| MR | TOODYAY WEST-MILING | Bindi Bindi-Miling | 130.0 | 3508 | CBH MP27CN |
| MR | TOODYAY WEST-MILING | Bindi Bindi-Piawaning | 90.0 | 600 | F |
| MR | TOODYAY WEST-MILING | Bindi Bindi-Piawaning | 90.0 | 1556 | A |
| MR | TOODYAY WEST-MILING | Bindi Bindi-Piawaning | 90.0 | 1860 | DAZ |
| MR | TOODYAY WEST-MILING | Bindi Bindi-Piawaning | 90.0 | 2154 | DFZ |
| MR | TOODYAY WEST-MILING | Bindi Bindi-Piawaning | 90.0 | 2365 | P |
| MR | TOODYAY WEST-MILING | Bindi Bindi-Piawaning | 90.0 | 2531 | CBH MP27CN |
| MR | TOODYAY WEST-MILING | Bolgart-Toodyay West | 90.0 | 600 | F |
| MR | TOODYAY WEST-MILING | Bolgart-Toodyay West | 90.0 | 1556 | A |
| MR | TOODYAY WEST-MILING | Bolgart-Toodyay West | 90.0 | 1860 | DAZ |
| MR | TOODYAY WEST-MILING | Bolgart-Toodyay West | 90.0 | 2154 | DFZ |
| MR | TOODYAY WEST-MILING | Bolgart-Toodyay West | 90.0 | 2365 | P |
| MR | TOODYAY WEST-MILING | Bolgart-Toodyay West | 90.0 | 2531 | CBH MP27CN |
| MR | TOODYAY WEST-MILING | Miling-Bindi Bindi | 85.0 | 570 | F |
| MR | TOODYAY WEST-MILING | Miling-Bindi Bindi | 85.0 | 1479 | A |
| MR | TOODYAY WEST-MILING | Miling-Bindi Bindi | 85.0 | 1770 | DAZ |
| MR | TOODYAY WEST-MILING | Miling-Bindi Bindi | 85.0 | 2044 | DFZ |
| MR | TOODYAY WEST-MILING | Miling-Bindi Bindi | 85.0 | 2244 | P |
| MR | TOODYAY WEST-MILING | Miling-Bindi Bindi | 85.0 | 2403 | CBH MP27CN |
| MR | TOODYAY WEST-MILING | Piawaning-Bolgart | 85.0 | 570 | F |
| MR | TOODYAY WEST-MILING | Piawaning-Bolgart | 85.0 | 1479 | A |
| MR | TOODYAY WEST-MILING | Piawaning-Bolgart | 85.0 | 1770 | DAZ |
| MR | TOODYAY WEST-MILING | Piawaning-Bolgart | 85.0 | 2044 | DFZ |
| MR | TOODYAY WEST-MILING | Piawaning-Bolgart | 85.0 | 2244 | P |
| MR | TOODYAY WEST-MILING | Piawaning-Bolgart | 85.0 | 2403 | CBH MP27CN |
| MR | TOODYAY WEST-MILING | Toodyay West-Bindi Bindi | 60.0 | 390 | F |
| MR | TOODYAY WEST-MILING | Toodyay West-Bindi Bindi | 60.0 | 1072 | A |
| MR | TOODYAY WEST-MILING | Toodyay West-Bindi Bindi | 60.0 | 1284 | DAZ |
| MR | TOODYAY WEST-MILING | Toodyay West-Bindi Bindi | 60.0 | 1473 | DFZ |
| MR | TOODYAY WEST-MILING | Toodyay West-Bindi Bindi | 60.0 | 1602 | P |
| MR | TOODYAY WEST-MILING | Toodyay West-Bindi Bindi | 60.0 | 1731 | CBH MP27CN |
| SOUTH WEST | BRUNSWICK JUNCTION - COLLIE | Brunswick Jctn-Collie | 40.0 | 255 | F |
| SOUTH WEST | BRUNSWICK JUNCTION - COLLIE | Brunswick Jctn-Collie | 40.0 | 660 | A |
| SOUTH WEST | BRUNSWICK JUNCTION - COLLIE | Brunswick Jctn-Collie | 40.0 | 715 | AB |
| SOUTH WEST | BRUNSWICK JUNCTION - COLLIE | Brunswick Jctn-Collie | 40.0 | 814 | DB |
| SOUTH WEST | BRUNSWICK JUNCTION - COLLIE | Brunswick Jctn-Collie | 40.0 | 814 | D |
| SOUTH WEST | BRUNSWICK JUNCTION - COLLIE | Brunswick Jctn-Collie | 40.0 | 999 | DBZ |
| SOUTH WEST | BRUNSWICK JUNCTION - COLLIE | Brunswick Jctn-Collie | 40.0 | 1078 | P |
| SOUTH WEST | BRUNSWICK JUNCTION - COLLIE | Brunswick Jctn-Collie | 40.0 | 1296 | S |
| SOUTH WEST | BRUNSWICK JUNCTION - COLLIE | Collie-Worsley | 80.0 | 540 | F |
| SOUTH WEST | BRUNSWICK JUNCTION - COLLIE | Collie-Worsley | 80.0 | 1298 | A |
| SOUTH WEST | BRUNSWICK JUNCTION - COLLIE | Collie-Worsley | 80.0 | 1402 | AB |
| SOUTH WEST | BRUNSWICK JUNCTION - COLLIE | Collie-Worsley | 80.0 | 1595 | DB |
| SOUTH WEST | BRUNSWICK JUNCTION - COLLIE | Collie-Worsley | 80.0 | 1595 | D |
| SOUTH WEST | BRUNSWICK JUNCTION - COLLIE | Collie-Worsley | 80.0 | 1958 | DBZ |
| SOUTH WEST | BRUNSWICK JUNCTION - COLLIE | Collie-Worsley | 80.0 | 2123 | P |
| SOUTH WEST | BRUNSWICK JUNCTION - COLLIE | Collie-Worsley | 80.0 | 2565 | S |
| SOUTH WEST | BRUNSWICK JUNCTION - COLLIE | Hamilton-Worsley | 135.0 | 860 | F |
| SOUTH WEST | BRUNSWICK JUNCTION - COLLIE | Hamilton-Worsley | 135.0 | 2018 | A |
| SOUTH WEST | BRUNSWICK JUNCTION - COLLIE | Hamilton-Worsley | 135.0 | 2178 | AB |
| SOUTH WEST | BRUNSWICK JUNCTION - COLLIE | Hamilton-Worsley | 135.0 | 2486 | DB |
| SOUTH WEST | BRUNSWICK JUNCTION - COLLIE | Hamilton-Worsley | 135.0 | 2486 | D |
| SOUTH WEST | BRUNSWICK JUNCTION - COLLIE | Hamilton-Worsley | 135.0 | 3051 | DBZ |
| SOUTH WEST | BRUNSWICK JUNCTION - COLLIE | Hamilton-Worsley | 135.0 | 3388 | P |
| SOUTH WEST | BRUNSWICK JUNCTION - COLLIE | Hamilton-Worsley | 135.0 | 4093 | S |
| SOUTH WEST | BRUNSWICK JUNCTION - COLLIE | Worsley-Brunswick Jctn | 135.0 | 860 | F |
| SOUTH WEST | BRUNSWICK JUNCTION - COLLIE | Worsley-Brunswick Jctn | 135.0 | 2018 | A |
| SOUTH WEST | BRUNSWICK JUNCTION - COLLIE | Worsley-Brunswick Jctn | 135.0 | 2178 | AB |
| SOUTH WEST | BRUNSWICK JUNCTION - COLLIE | Worsley-Brunswick Jctn | 135.0 | 2486 | DB |
| SOUTH WEST | BRUNSWICK JUNCTION - COLLIE | Worsley-Brunswick Jctn | 135.0 | 2486 | D |
| SOUTH WEST | BRUNSWICK JUNCTION - COLLIE | Worsley-Brunswick Jctn | 135.0 | 3051 | DBZ |
| SOUTH WEST | BRUNSWICK JUNCTION - COLLIE | Worsley-Brunswick Jctn | 135.0 | 3388 | P |
| SOUTH WEST | BRUNSWICK JUNCTION - COLLIE | Worsley-Brunswick Jctn | 135.0 | 4093 | S |
| SOUTH WEST | BRUNSWICK JUNCTION - COLLIE | Worsley-Hamilton | 80.0 | 540 | F |
| SOUTH WEST | BRUNSWICK JUNCTION - COLLIE | Worsley-Hamilton | 80.0 | 1298 | A |
| SOUTH WEST | BRUNSWICK JUNCTION - COLLIE | Worsley-Hamilton | 80.0 | 1402 | AB |
| SOUTH WEST | BRUNSWICK JUNCTION - COLLIE | Worsley-Hamilton | 80.0 | 1595 | DB |
| SOUTH WEST | BRUNSWICK JUNCTION - COLLIE | Worsley-Hamilton | 80.0 | 1595 | D |
| SOUTH WEST | BRUNSWICK JUNCTION - COLLIE | Worsley-Hamilton | 80.0 | 1958 | DBZ |
| SOUTH WEST | BRUNSWICK JUNCTION - COLLIE | Worsley-Hamilton | 80.0 | 2123 | P |
| SOUTH WEST | BRUNSWICK JUNCTION - COLLIE | Worsley-Hamilton | 80.0 | 2565 | S |
| SOUTH WEST | COLLIE - EWINGTON MINE/PREMIER MINE | Collie-Ewington Mine / Premier Mine | 80.0 | 1298 | A |
| SOUTH WEST | COLLIE - EWINGTON MINE/PREMIER MINE | Collie-Ewington Mine / Premier Mine | 80.0 | 1402 | AB |
| SOUTH WEST | COLLIE - EWINGTON MINE/PREMIER MINE | Collie-Ewington Mine / Premier Mine | 80.0 | 1595 | D |
| SOUTH WEST | COLLIE - EWINGTON MINE/PREMIER MINE | Collie-Ewington Mine / Premier Mine | 80.0 | 1595 | DB |
| SOUTH WEST | COLLIE - EWINGTON MINE/PREMIER MINE | Collie-Ewington Mine / Premier Mine | 80.0 | 1958 | DBZ |
| SOUTH WEST | COLLIE - EWINGTON MINE/PREMIER MINE | Collie-Ewington Mine / Premier Mine | 80.0 | 2123 | P |
| SOUTH WEST | COLLIE - EWINGTON MINE/PREMIER MINE | Collie-Ewington Mine / Premier Mine | 80.0 | 2565 | S |
| SOUTH WEST | COLLIE - EWINGTON MINE/PREMIER MINE | Premier Mine / Ewington Mine - Collie | 80.0 | 1298 | A |
| SOUTH WEST | COLLIE - EWINGTON MINE/PREMIER MINE | Premier Mine / Ewington Mine - Collie | 80.0 | 1402 | AB |
| SOUTH WEST | COLLIE - EWINGTON MINE/PREMIER MINE | Premier Mine / Ewington Mine - Collie | 80.0 | 1595 | DB |
| SOUTH WEST | COLLIE - EWINGTON MINE/PREMIER MINE | Premier Mine / Ewington Mine - Collie | 80.0 | 1595 | D |
| SOUTH WEST | COLLIE - EWINGTON MINE/PREMIER MINE | Premier Mine / Ewington Mine - Collie | 80.0 | 1958 | DBZ |
| SOUTH WEST | COLLIE - EWINGTON MINE/PREMIER MINE | Premier Mine / Ewington Mine - Collie | 80.0 | 2123 | P |
| SOUTH WEST | COLLIE - EWINGTON MINE/PREMIER MINE | Premier Mine / Ewington Mine - Collie | 80.0 | 2565 | S |
| SOUTH WEST | FORRESTFIELD - PICTON JCTN - INNER HBR | Armadale-Kenwick Jctn | 120.0 | 1670 | C |
| SOUTH WEST | FORRESTFIELD - PICTON JCTN - INNER HBR | Armadale-Kenwick Jctn | 120.0 | 1805 | R |
| SOUTH WEST | FORRESTFIELD - PICTON JCTN - INNER HBR | Armadale-Kenwick Jctn | 120.0 | 1937 | A |
| SOUTH WEST | FORRESTFIELD - PICTON JCTN - INNER HBR | Armadale-Kenwick Jctn | 120.0 | 1985 | AB |
| SOUTH WEST | FORRESTFIELD - PICTON JCTN - INNER HBR | Armadale-Kenwick Jctn | 120.0 | 2255 | D |
| SOUTH WEST | FORRESTFIELD - PICTON JCTN - INNER HBR | Armadale-Kenwick Jctn | 120.0 | 2255 | DB |
| SOUTH WEST | FORRESTFIELD - PICTON JCTN - INNER HBR | Armadale-Kenwick Jctn | 120.0 | 2768 | DBZ |
| SOUTH WEST | FORRESTFIELD - PICTON JCTN - INNER HBR | Armadale-Kenwick Jctn | 120.0 | 3058 | P |
| SOUTH WEST | FORRESTFIELD - PICTON JCTN - INNER HBR | Armadale-Kenwick Jctn | 120.0 | 3693 | S |
| SOUTH WEST | FORRESTFIELD - PICTON JCTN - INNER HBR | Armadale-Mundijong | 82.0 | 2012 | DBZ |
| SOUTH WEST | FORRESTFIELD - PICTON JCTN - INNER HBR | Armadale-Mundijong | 82.5 | 1215 | C |
| SOUTH WEST | FORRESTFIELD - PICTON JCTN - INNER HBR | Armadale-Mundijong | 82.5 | 1310 | R |
| SOUTH WEST | FORRESTFIELD - PICTON JCTN - INNER HBR | Armadale-Mundijong | 82.5 | 1336 | A |
| SOUTH WEST | FORRESTFIELD - PICTON JCTN - INNER HBR | Armadale-Mundijong | 82.5 | 1441 | AB |
| SOUTH WEST | FORRESTFIELD - PICTON JCTN - INNER HBR | Armadale-Mundijong | 82.5 | 1639 | DB |
| SOUTH WEST | FORRESTFIELD - PICTON JCTN - INNER HBR | Armadale-Mundijong | 82.5 | 1639 | D |
| SOUTH WEST | FORRESTFIELD - PICTON JCTN - INNER HBR | Armadale-Mundijong | 82.5 | 2199 | P |
| SOUTH WEST | FORRESTFIELD - PICTON JCTN - INNER HBR | Armadale-Mundijong | 82.5 | 2646 | S |
| SOUTH WEST | FORRESTFIELD - PICTON JCTN - INNER HBR | Brunswick Jctn-Picton (CSBP) | 150.0 | 2000 | C |
| SOUTH WEST | FORRESTFIELD - PICTON JCTN - INNER HBR | Brunswick Jctn-Picton (CSBP) | 150.0 | 2150 | R |
| SOUTH WEST | FORRESTFIELD - PICTON JCTN - INNER HBR | Brunswick Jctn-Picton (CSBP) | 150.0 | 2200 | A |
| SOUTH WEST | FORRESTFIELD - PICTON JCTN - INNER HBR | Brunswick Jctn-Picton (CSBP) | 150.0 | 2365 | AB |
| SOUTH WEST | FORRESTFIELD - PICTON JCTN - INNER HBR | Brunswick Jctn-Picton (CSBP) | 150.0 | 2695 | D |
| SOUTH WEST | FORRESTFIELD - PICTON JCTN - INNER HBR | Brunswick Jctn-Picton (CSBP) | 150.0 | 2695 | DB |
| SOUTH WEST | FORRESTFIELD - PICTON JCTN - INNER HBR | Brunswick Jctn-Picton (CSBP) | 150.0 | 3308 | DBZ |
| SOUTH WEST | FORRESTFIELD - PICTON JCTN - INNER HBR | Brunswick Jctn-Picton (CSBP) | 150.0 | 3696 | P |
| SOUTH WEST | FORRESTFIELD - PICTON JCTN - INNER HBR | Brunswick Jctn-Picton (CSBP) | 150.0 | 4460 | S |
| SOUTH WEST | FORRESTFIELD - PICTON JCTN - INNER HBR | Brunswick Jctn-Waroona | 150.0 | 2000 | C |
| SOUTH WEST | FORRESTFIELD - PICTON JCTN - INNER HBR | Brunswick Jctn-Waroona | 150.0 | 2150 | R |
| SOUTH WEST | FORRESTFIELD - PICTON JCTN - INNER HBR | Brunswick Jctn-Waroona | 150.0 | 2200 | A |
| SOUTH WEST | FORRESTFIELD - PICTON JCTN - INNER HBR | Brunswick Jctn-Waroona | 150.0 | 2365 | AB |
| SOUTH WEST | FORRESTFIELD - PICTON JCTN - INNER HBR | Brunswick Jctn-Waroona | 150.0 | 2695 | D |
| SOUTH WEST | FORRESTFIELD - PICTON JCTN - INNER HBR | Brunswick Jctn-Waroona | 150.0 | 2695 | DB |
| SOUTH WEST | FORRESTFIELD - PICTON JCTN - INNER HBR | Brunswick Jctn-Waroona | 150.0 | 3308 | DBZ |
| SOUTH WEST | FORRESTFIELD - PICTON JCTN - INNER HBR | Brunswick Jctn-Waroona | 150.0 | 3696 | P |
| SOUTH WEST | FORRESTFIELD - PICTON JCTN - INNER HBR | Brunswick Jctn-Waroona | 150.0 | 4460 | S |
| SOUTH WEST | FORRESTFIELD - PICTON JCTN - INNER HBR | Calcine-Pinjara | 150.0 | 4900 | S |
| SOUTH WEST | FORRESTFIELD - PICTON JCTN - INNER HBR | Forrestfield-Kenwick Jctn | 75.0 | 1115 | C |
| SOUTH WEST | FORRESTFIELD - PICTON JCTN - INNER HBR | Forrestfield-Kenwick Jctn | 75.0 | 1200 | R |
| SOUTH WEST | FORRESTFIELD - PICTON JCTN - INNER HBR | Forrestfield-Kenwick Jctn | 75.0 | 1226 | A |
| SOUTH WEST | FORRESTFIELD - PICTON JCTN - INNER HBR | Forrestfield-Kenwick Jctn | 75.0 | 1320 | AB |
| SOUTH WEST | FORRESTFIELD - PICTON JCTN - INNER HBR | Forrestfield-Kenwick Jctn | 75.0 | 1507 | D |
| SOUTH WEST | FORRESTFIELD - PICTON JCTN - INNER HBR | Forrestfield-Kenwick Jctn | 75.0 | 1507 | DB |
| SOUTH WEST | FORRESTFIELD - PICTON JCTN - INNER HBR | Forrestfield-Kenwick Jctn | 75.0 | 1850 | DBZ |
| SOUTH WEST | FORRESTFIELD - PICTON JCTN - INNER HBR | Forrestfield-Kenwick Jctn | 75.0 | 2002 | P |
| SOUTH WEST | FORRESTFIELD - PICTON JCTN - INNER HBR | Forrestfield-Kenwick Jctn | 75.0 | 2419 | S |
| SOUTH WEST | FORRESTFIELD - PICTON JCTN - INNER HBR | Inner Hbr-Picton Jctn | 200.0 | 2460 | C |
| SOUTH WEST | FORRESTFIELD - PICTON JCTN - INNER HBR | Inner Hbr-Picton Jctn | 200.0 | 2655 | R |
| SOUTH WEST | FORRESTFIELD - PICTON JCTN - INNER HBR | Inner Hbr-Picton Jctn | 200.0 | 2706 | A |
| SOUTH WEST | FORRESTFIELD - PICTON JCTN - INNER HBR | Inner Hbr-Picton Jctn | 200.0 | 2920 | AB |
| SOUTH WEST | FORRESTFIELD - PICTON JCTN - INNER HBR | Inner Hbr-Picton Jctn | 200.0 | 3322 | DB |
| SOUTH WEST | FORRESTFIELD - PICTON JCTN - INNER HBR | Inner Hbr-Picton Jctn | 200.0 | 3322 | D |
| SOUTH WEST | FORRESTFIELD - PICTON JCTN - INNER HBR | Inner Hbr-Picton Jctn | 200.0 | 4007 | DBZ |
| SOUTH WEST | FORRESTFIELD - PICTON JCTN - INNER HBR | Inner Hbr-Picton Jctn | 200.0 | 4664 | P |
| SOUTH WEST | FORRESTFIELD - PICTON JCTN - INNER HBR | Inner Hbr-Picton Jctn | 200.0 | 5632 | S |
| SOUTH WEST | FORRESTFIELD - PICTON JCTN - INNER HBR | Kenwick Jctn-Forrestfield | 120.0 | 1670 | C |
| SOUTH WEST | FORRESTFIELD - PICTON JCTN - INNER HBR | Kenwick Jctn-Forrestfield | 120.0 | 1805 | R |
| SOUTH WEST | FORRESTFIELD - PICTON JCTN - INNER HBR | Kenwick Jctn-Forrestfield | 120.0 | 1937 | A |
| SOUTH WEST | FORRESTFIELD - PICTON JCTN - INNER HBR | Kenwick Jctn-Forrestfield | 120.0 | 1985 | AB |
| SOUTH WEST | FORRESTFIELD - PICTON JCTN - INNER HBR | Kenwick Jctn-Forrestfield | 120.0 | 2255 | D |
| SOUTH WEST | FORRESTFIELD - PICTON JCTN - INNER HBR | Kenwick Jctn-Forrestfield | 120.0 | 2255 | DB |
| SOUTH WEST | FORRESTFIELD - PICTON JCTN - INNER HBR | Kenwick Jctn-Forrestfield | 120.0 | 2768 | DBZ |
| SOUTH WEST | FORRESTFIELD - PICTON JCTN - INNER HBR | Kenwick Jctn-Forrestfield | 120.0 | 3058 | P |
| SOUTH WEST | FORRESTFIELD - PICTON JCTN - INNER HBR | Kenwick Jctn-Forrestfield | 120.0 | 3693 | S |
| SOUTH WEST | FORRESTFIELD - PICTON JCTN - INNER HBR | Kenwick Junction-Armadale | 75.0 | 1115 | C |
| SOUTH WEST | FORRESTFIELD - PICTON JCTN - INNER HBR | Kenwick Junction-Armadale | 75.0 | 1200 | R |
| SOUTH WEST | FORRESTFIELD - PICTON JCTN - INNER HBR | Kenwick Junction-Armadale | 75.0 | 1226 | A |
| SOUTH WEST | FORRESTFIELD - PICTON JCTN - INNER HBR | Kenwick Junction-Armadale | 75.0 | 1320 | AB |
| SOUTH WEST | FORRESTFIELD - PICTON JCTN - INNER HBR | Kenwick Junction-Armadale | 75.0 | 1507 | DB |
| SOUTH WEST | FORRESTFIELD - PICTON JCTN - INNER HBR | Kenwick Junction-Armadale | 75.0 | 1507 | D |
| SOUTH WEST | FORRESTFIELD - PICTON JCTN - INNER HBR | Kenwick Junction-Armadale | 75.0 | 1850 | DBZ |
| SOUTH WEST | FORRESTFIELD - PICTON JCTN - INNER HBR | Kenwick Junction-Armadale | 75.0 | 2002 | P |
| SOUTH WEST | FORRESTFIELD - PICTON JCTN - INNER HBR | Kenwick Junction-Armadale | 75.0 | 2419 | S |
| SOUTH WEST | FORRESTFIELD - PICTON JCTN - INNER HBR | Mundijong-Armadale | 130.0 | 1785 | C |
| SOUTH WEST | FORRESTFIELD - PICTON JCTN - INNER HBR | Mundijong-Armadale | 130.0 | 1925 | R |
| SOUTH WEST | FORRESTFIELD - PICTON JCTN - INNER HBR | Mundijong-Armadale | 130.0 | 1963 | A |
| SOUTH WEST | FORRESTFIELD - PICTON JCTN - INNER HBR | Mundijong-Armadale | 130.0 | 2117 | AB |
| SOUTH WEST | FORRESTFIELD - PICTON JCTN - INNER HBR | Mundijong-Armadale | 130.0 | 2400 | D |
| SOUTH WEST | FORRESTFIELD - PICTON JCTN - INNER HBR | Mundijong-Armadale | 130.0 | 2409 | DB |
| SOUTH WEST | FORRESTFIELD - PICTON JCTN - INNER HBR | Mundijong-Armadale | 130.0 | 2957 | DBZ |
| SOUTH WEST | FORRESTFIELD - PICTON JCTN - INNER HBR | Mundijong-Armadale | 130.0 | 3278 | P |
| SOUTH WEST | FORRESTFIELD - PICTON JCTN - INNER HBR | Mundijong-Armadale | 130.0 | 3931 | S |
| SOUTH WEST | FORRESTFIELD - PICTON JCTN - INNER HBR | Mundijong-Pinjarra | 110.0 | 1555 | C |
| SOUTH WEST | FORRESTFIELD - PICTON JCTN - INNER HBR | Mundijong-Pinjarra | 110.0 | 1680 | R |
| SOUTH WEST | FORRESTFIELD - PICTON JCTN - INNER HBR | Mundijong-Pinjarra | 110.0 | 1710 | A |
| SOUTH WEST | FORRESTFIELD - PICTON JCTN - INNER HBR | Mundijong-Pinjarra | 110.0 | 1848 | AB |
| SOUTH WEST | FORRESTFIELD - PICTON JCTN - INNER HBR | Mundijong-Pinjarra | 110.0 | 2101 | D |
| SOUTH WEST | FORRESTFIELD - PICTON JCTN - INNER HBR | Mundijong-Pinjarra | 110.0 | 2101 | DB |
| SOUTH WEST | FORRESTFIELD - PICTON JCTN - INNER HBR | Mundijong-Pinjarra | 110.0 | 2579 | DBZ |
| SOUTH WEST | FORRESTFIELD - PICTON JCTN - INNER HBR | Mundijong-Pinjarra | 110.0 | 2838 | P |
| SOUTH WEST | FORRESTFIELD - PICTON JCTN - INNER HBR | Mundijong-Pinjarra | 110.0 | 3429 | S |
| SOUTH WEST | FORRESTFIELD - PICTON JCTN - INNER HBR | Picton (CSBP)-Picton Jctn | 140.0 | 1890 | C |
| SOUTH WEST | FORRESTFIELD - PICTON JCTN - INNER HBR | Picton (CSBP)-Picton Jctn | 140.0 | 2040 | R |
| SOUTH WEST | FORRESTFIELD - PICTON JCTN - INNER HBR | Picton (CSBP)-Picton Jctn | 140.0 | 2079 | A |
| SOUTH WEST | FORRESTFIELD - PICTON JCTN - INNER HBR | Picton (CSBP)-Picton Jctn | 140.0 | 2244 | AB |
| SOUTH WEST | FORRESTFIELD - PICTON JCTN - INNER HBR | Picton (CSBP)-Picton Jctn | 140.0 | 2552 | DB |
| SOUTH WEST | FORRESTFIELD - PICTON JCTN - INNER HBR | Picton (CSBP)-Picton Jctn | 140.0 | 2552 | D |
| SOUTH WEST | FORRESTFIELD - PICTON JCTN - INNER HBR | Picton (CSBP)-Picton Jctn | 140.0 | 3120 | DBZ |
| SOUTH WEST | FORRESTFIELD - PICTON JCTN - INNER HBR | Picton (CSBP)-Picton Jctn | 140.0 | 3487 | P |
| SOUTH WEST | FORRESTFIELD - PICTON JCTN - INNER HBR | Picton (CSBP)-Picton Jctn | 140.0 | 4212 | S |
| SOUTH WEST | FORRESTFIELD - PICTON JCTN - INNER HBR | Picton Jctn-Brunswick Jctn | 100.0 | 1435 | C |
| SOUTH WEST | FORRESTFIELD - PICTON JCTN - INNER HBR | Picton Jctn-Brunswick Jctn | 100.0 | 1550 | R |
| SOUTH WEST | FORRESTFIELD - PICTON JCTN - INNER HBR | Picton Jctn-Brunswick Jctn | 100.0 | 1578 | A |
| SOUTH WEST | FORRESTFIELD - PICTON JCTN - INNER HBR | Picton Jctn-Brunswick Jctn | 100.0 | 1705 | AB |
| SOUTH WEST | FORRESTFIELD - PICTON JCTN - INNER HBR | Picton Jctn-Brunswick Jctn | 100.0 | 1941 | D |
| SOUTH WEST | FORRESTFIELD - PICTON JCTN - INNER HBR | Picton Jctn-Brunswick Jctn | 100.0 | 1941 | DB |
| SOUTH WEST | FORRESTFIELD - PICTON JCTN - INNER HBR | Picton Jctn-Brunswick Jctn | 100.0 | 2383 | DBZ |
| SOUTH WEST | FORRESTFIELD - PICTON JCTN - INNER HBR | Picton Jctn-Brunswick Jctn | 100.0 | 2607 | P |
| SOUTH WEST | FORRESTFIELD - PICTON JCTN - INNER HBR | Picton Jctn-Brunswick Jctn | 100.0 | 3148 | S |
| SOUTH WEST | FORRESTFIELD - PICTON JCTN - INNER HBR | Picton Jctn-lnner Hrb | 200.0 | 2460 | C |
| SOUTH WEST | FORRESTFIELD - PICTON JCTN - INNER HBR | Picton Jctn-lnner Hrb | 200.0 | 2655 | R |
| SOUTH WEST | FORRESTFIELD - PICTON JCTN - INNER HBR | Picton Jctn-lnner Hrb | 200.0 | 2706 | A |
| SOUTH WEST | FORRESTFIELD - PICTON JCTN - INNER HBR | Picton Jctn-lnner Hrb | 200.0 | 2920 | AB |
| SOUTH WEST | FORRESTFIELD - PICTON JCTN - INNER HBR | Picton Jctn-lnner Hrb | 200.0 | 3322 | DB |
| SOUTH WEST | FORRESTFIELD - PICTON JCTN - INNER HBR | Picton Jctn-lnner Hrb | 200.0 | 3322 | D |
| SOUTH WEST | FORRESTFIELD - PICTON JCTN - INNER HBR | Picton Jctn-lnner Hrb | 200.0 | 4007 | DBZ |
| SOUTH WEST | FORRESTFIELD - PICTON JCTN - INNER HBR | Picton Jctn-lnner Hrb | 200.0 | 4664 | P |
| SOUTH WEST | FORRESTFIELD - PICTON JCTN - INNER HBR | Picton Jctn-lnner Hrb | 200.0 | 5632 | S |
| SOUTH WEST | FORRESTFIELD - PICTON JCTN - INNER HBR | Pinjarra-Calcine | 80.0 | 1185 | C |
| SOUTH WEST | FORRESTFIELD - PICTON JCTN - INNER HBR | Pinjarra-Calcine | 80.0 | 1275 | R |
| SOUTH WEST | FORRESTFIELD - PICTON JCTN - INNER HBR | Pinjarra-Calcine | 80.0 | 1303 | A |
| SOUTH WEST | FORRESTFIELD - PICTON JCTN - INNER HBR | Pinjarra-Calcine | 80.0 | 1402 | AB |
| SOUTH WEST | FORRESTFIELD - PICTON JCTN - INNER HBR | Pinjarra-Calcine | 80.0 | 1595 | D |
| SOUTH WEST | FORRESTFIELD - PICTON JCTN - INNER HBR | Pinjarra-Calcine | 80.0 | 1595 | DB |
| SOUTH WEST | FORRESTFIELD - PICTON JCTN - INNER HBR | Pinjarra-Calcine | 80.0 | 1958 | DBZ |
| SOUTH WEST | FORRESTFIELD - PICTON JCTN - INNER HBR | Pinjarra-Calcine | 80.0 | 2123 | P |
| SOUTH WEST | FORRESTFIELD - PICTON JCTN - INNER HBR | Pinjarra-Calcine | 80.0 | 2565 | S |
| SOUTH WEST | FORRESTFIELD - PICTON JCTN - INNER HBR | Pinjarra-Mundijong | 130.0 | 1785 | C |
| SOUTH WEST | FORRESTFIELD - PICTON JCTN - INNER HBR | Pinjarra-Mundijong | 130.0 | 1925 | R |
| SOUTH WEST | FORRESTFIELD - PICTON JCTN - INNER HBR | Pinjarra-Mundijong | 130.0 | 1963 | A |
| SOUTH WEST | FORRESTFIELD - PICTON JCTN - INNER HBR | Pinjarra-Mundijong | 130.0 | 2117 | AB |
| SOUTH WEST | FORRESTFIELD - PICTON JCTN - INNER HBR | Pinjarra-Mundijong | 130.0 | 2409 | DB |
| SOUTH WEST | FORRESTFIELD - PICTON JCTN - INNER HBR | Pinjarra-Mundijong | 130.0 | 2409 | D |
| SOUTH WEST | FORRESTFIELD - PICTON JCTN - INNER HBR | Pinjarra-Mundijong | 130.0 | 3278 | P |
| SOUTH WEST | FORRESTFIELD - PICTON JCTN - INNER HBR | Pinjarra-Mundijong | 130.0 | 3931 | S |
| SOUTH WEST | FORRESTFIELD - PICTON JCTN - INNER HBR | Pinjarra-Yarloop | 150.0 | 2000 | C |
| SOUTH WEST | FORRESTFIELD - PICTON JCTN - INNER HBR | Pinjarra-Yarloop | 150.0 | 2150 | R |
| SOUTH WEST | FORRESTFIELD - PICTON JCTN - INNER HBR | Pinjarra-Yarloop | 150.0 | 2200 | A |
| SOUTH WEST | FORRESTFIELD - PICTON JCTN - INNER HBR | Pinjarra-Yarloop | 150.0 | 2365 | AB |
| SOUTH WEST | FORRESTFIELD - PICTON JCTN - INNER HBR | Pinjarra-Yarloop | 150.0 | 2695 | D |
| SOUTH WEST | FORRESTFIELD - PICTON JCTN - INNER HBR | Pinjarra-Yarloop | 150.0 | 2695 | DB |
| SOUTH WEST | FORRESTFIELD - PICTON JCTN - INNER HBR | Pinjarra-Yarloop | 150.0 | 3308 | DBZ |
| SOUTH WEST | FORRESTFIELD - PICTON JCTN - INNER HBR | Pinjarra-Yarloop | 150.0 | 3308 | DBZ |
| SOUTH WEST | FORRESTFIELD - PICTON JCTN - INNER HBR | Pinjarra-Yarloop | 150.0 | 3696 | P |
| SOUTH WEST | FORRESTFIELD - PICTON JCTN - INNER HBR | Pinjarra-Yarloop | 150.0 | 4460 | S |
| SOUTH WEST | FORRESTFIELD - PICTON JCTN - INNER HBR | Waroona-Pinjarra | 200.0 | 2460 | C |
| SOUTH WEST | FORRESTFIELD - PICTON JCTN - INNER HBR | Waroona-Pinjarra | 200.0 | 2655 | R |
| SOUTH WEST | FORRESTFIELD - PICTON JCTN - INNER HBR | Waroona-Pinjarra | 200.0 | 2706 | A |
| SOUTH WEST | FORRESTFIELD - PICTON JCTN - INNER HBR | Waroona-Pinjarra | 200.0 | 2920 | AB |
| SOUTH WEST | FORRESTFIELD - PICTON JCTN - INNER HBR | Waroona-Pinjarra | 200.0 | 3322 | DB |
| SOUTH WEST | FORRESTFIELD - PICTON JCTN - INNER HBR | Waroona-Pinjarra | 200.0 | 3322 | D |
| SOUTH WEST | FORRESTFIELD - PICTON JCTN - INNER HBR | Waroona-Pinjarra | 200.0 | 4007 | DBZ |
| SOUTH WEST | FORRESTFIELD - PICTON JCTN - INNER HBR | Waroona-Pinjarra | 200.0 | 4664 | P |
| SOUTH WEST | FORRESTFIELD - PICTON JCTN - INNER HBR | Waroona-Pinjarra | 200.0 | 5632 | S |
| SOUTH WEST | FORRESTFIELD - PICTON JCTN - INNER HBR | Yarloop-Brunswick Jctn | 130.0 | 1785 | C |
| SOUTH WEST | FORRESTFIELD - PICTON JCTN - INNER HBR | Yarloop-Brunswick Jctn | 130.0 | 1925 | R |
| SOUTH WEST | FORRESTFIELD - PICTON JCTN - INNER HBR | Yarloop-Brunswick Jctn | 130.0 | 1963 | A |
| SOUTH WEST | FORRESTFIELD - PICTON JCTN - INNER HBR | Yarloop-Brunswick Jctn | 130.0 | 2117 | AB |
| SOUTH WEST | FORRESTFIELD - PICTON JCTN - INNER HBR | Yarloop-Brunswick Jctn | 130.0 | 2409 | D |
| SOUTH WEST | FORRESTFIELD - PICTON JCTN - INNER HBR | Yarloop-Brunswick Jctn | 130.0 | 2409 | DB |
| SOUTH WEST | FORRESTFIELD - PICTON JCTN - INNER HBR | Yarloop-Brunswick Jctn | 130.0 | 2957 | DBZ |
| SOUTH WEST | FORRESTFIELD - PICTON JCTN - INNER HBR | Yarloop-Brunswick Jctn | 130.0 | 3278 | P |
| SOUTH WEST | FORRESTFIELD - PICTON JCTN - INNER HBR | Yarloop-Brunswick Jctn | 130.0 | 3931 | S |
| SOUTH WEST | KWINANA - MUNDIJONG | Kwinana - Mundijong | 105.0 | 1495 | C |
| SOUTH WEST | KWINANA - MUNDIJONG | Kwinana - Mundijong | 105.0 | 1615 | R |
| SOUTH WEST | KWINANA - MUNDIJONG | Kwinana - Mundijong | 105.0 | 1644 | A |
| SOUTH WEST | KWINANA - MUNDIJONG | Kwinana - Mundijong | 105.0 | 1776 | AB |
| SOUTH WEST | KWINANA - MUNDIJONG | Kwinana - Mundijong | 105.0 | 2018 | DB |
| SOUTH WEST | KWINANA - MUNDIJONG | Kwinana - Mundijong | 105.0 | 2018 | D |
| SOUTH WEST | KWINANA - MUNDIJONG | Kwinana - Mundijong | 105.0 | 2470 | P |
| SOUTH WEST | KWINANA - MUNDIJONG | Kwinana - Mundijong | 105.0 | 2477 | DBZ |
| SOUTH WEST | KWINANA - MUNDIJONG | Kwinana - Mundijong | 105.0 | 3283 | S |
| SOUTH WEST | KWINANA - MUNDIJONG | Mundijong - Kwinana | 170.0 | 2190 | C |
| SOUTH WEST | KWINANA - MUNDIJONG | Mundijong - Kwinana | 170.0 | 2360 | R |
| SOUTH WEST | KWINANA - MUNDIJONG | Mundijong - Kwinana | 170.0 | 2409 | A |
| SOUTH WEST | KWINANA - MUNDIJONG | Mundijong - Kwinana | 170.0 | 2596 | AB |
| SOUTH WEST | KWINANA - MUNDIJONG | Mundijong - Kwinana | 170.0 | 2953 | D |
| SOUTH WEST | KWINANA - MUNDIJONG | Mundijong - Kwinana | 170.0 | 2953 | DB |
| SOUTH WEST | KWINANA - MUNDIJONG | Mundijong - Kwinana | 170.0 | 3625 | DBZ |
| SOUTH WEST | KWINANA - MUNDIJONG | Mundijong - Kwinana | 170.0 | 4103 | P |
| SOUTH WEST | KWINANA - MUNDIJONG | Mundijong - Kwinana | 170.0 | 4957 | S |
| Loading… |
|
|
| | |
| ALL | ALL NETWORK | AC Type Traction Locomotives are only permitted to run between:
- Kalgoorlie and Kwinana.
- Kalgoorlie to Esperance.
- Woodbridge South to Woodbridge West.
Trailing loads limited as per Registration.
|
| ALL | ALL NETWORK | The Hauling loads listed in this table are indicative only, it is the responsibility of the Operator to ensure the locomotive can haul the trains load, but that load cannot exceed those maximums listed within these special conditions or the Operational Instructions. |
| CENTRAL | AVON YARD-MCLEVIE | Trains, consisting of roller bearing wagons, when worked by two (2) AB Class locomotives are
permitted to haul 2 130 tonnes between Kondut and Goomalling during all seasons. |
| CENTRAL | WYALKATCHEM-MUKINBUDIN | AB class locomotives can take a Momentum load of 1182 tonnes consisting of all roller bearing
bogie wagons between Bencubbin and Wyalkatchem in the Up direction at all times of the year.
If any temporary speed restrictions are imposed at locations 10km to 13km, 25.5km to 31km, 51km to 54km, 58km to 61km, 87km to 90km or 107km to 109.5km, the momentum load is not permitted, and the allowable load is that listed in the table above. |
| CENTRAL | WYALKATCHEM-MUKINBUDIN | CBH MP27CN locomotives are permitted to haul 2052 tonnes for each locomotive in the consist, between Mukinbudin and Wyalkatchem at all times of the year.
CBH MP33CN locomotives are permitted to haul 2128 tonnes for each locomotive in the consist, between Mukinbudin and Wyalkatchem at all times of the year.
|
| EGR | KOOLYANOBBING EAST - WEST KALGOORLIE | 2Q / 4000 or 2AC locomotives are authorised to convey 116 ore wagons at 92 tonnes gross (23 tal) for a total mass of 10672 tonnes between Koolyanobbing East - West Kalgoorlie.
Note: This train will be unable to maintain section running times and may be delayed to allow other Rail Traffic to pass. |
| EGR | MT WALTON - KWINANA KBT | 2 x MRL class or 2 x 93 class or 2 x NR class or a combination of any 2 of these locomotives are authorised to haul up to 117 MHPY wagons at a gross mass of 10904 tonnes between Mt Walton and
Kwinana KBT. |
| EGR | SOUTHERN CROSS - KWINANA | [1Q or AC] + 1L/1LQ are authorised to convey 96 grain wagons at 96 tonnes gross for a total train mass of 9216 tonnes between Southern Cross and Kwinana CBH and subject to overlength approval between Southern Cross and Avon Yard. |
| EGR | SOUTHERN CROSS - KWINANA | 1Q class locomotive is authorised to convey 58 SG grain wagons at 94 tonnes gross mass of 5452 tonnes between Southern Cross and Kwinana CBH. |
| EGR | SOUTHERN CROSS - KWINANA | 2 CBH 3300 class locomotives are authorised to convey 88 wagons loaded to 24 tonne axle load with a gross mass of 8448 tonnes between Southern Cross and Kwinana CBH. |
| EGR | SOUTHERN CROSS - KWINANA | 2L/2LQ are authorised to convey 80 grain wagons at 96 tonnes gross for a total train mass of 7680 tonnes between Southern Cross and Kwinana CBH. |
| EGR | SOUTHERN CROSS - KWINANA | 2Q or 2AC are authorised to convey 116 grain wagons at 94 tonnes gross for a total train mass of 10904 tonnes between Southern Cross and Kwinana CBH and subject to overlength approval between Southern Cross and Avon Yard. |
| GOLDFIELDS | KOOLYANOBBING EAST - ESPERANCE | (2AC or 2Q) and [1LZ or 1ALZ] locomotives are authorised to convey 126 wagons at 92 tonnes gross (23 tal) for a total mass 11592 tonnes between Koolyanobbing East and Kalgoorlie. |
| GOLDFIELDS | KOOLYANOBBING EAST - ESPERANCE | 1AC or 1Q and 1L is authorised to convey 74 wagons at 82 tonne gross for a total mass of 6100 tonnes between Koolyanobbing East - Kalgoorlie. |
| GOLDFIELDS | KOOLYANOBBING EAST - ESPERANCE | 2AC or 2Q is authorised to convey 84 wagons at 92 tonne gross (23 tal) for a total mass of 7728 between Koolyanobbing East - Esperance. |
| GOLDFIELDS | KOOLYANOBBING EAST - ESPERANCE | 3AC or 3Q or (2AC or 2Q) and 1G are authorised to convey 126 wagons at 92 tonne gross (23 tal) for a total mass of 11592 tonnes between Koolyanobbing East and Esperance. |
| GOLDFIELDS | KOOLYANOBBING EAST - ESPERANCE | 4Q or 4AC locomotives, in any combination, are authorised to convey 160 wagons at 92 tonnes gross (23 tal) for a total mass of 14720 tonnes between Koolyanobbing East and Esperance in the alternative distributed power configuration from the lead per (a) or (b) below.
A dead locomotive may be added to the consist, for a total mass of 14859 tonnes, between Koolyanobbing East – Hampton, this load is only authorized when at least one remote DP locomotive is operational. Please note this train will be unable to maintain section running times and may be delayed to allow other Rail Traffic to pass.
(a) 2 locomotives 53 wagons / 1 locomotive 53 wagons / 1 locomotive 54 wagons
(b) 2 locomotives 106 wagons / 2 locomotives 54 wagons.
NOTE: Maximum of 126 and 160 wagons also applies to 20.5 tal and 21.0 tal.
|
| GOLDFIELDS | KOOLYANOBBING EAST - ESPERANCE | Freighter service *442 operating between West Kalgoorlie and Esperance and being hauled by 1Q or AC and 1L class, or 2Q or AC, is approved to haul any combination of loaded iron ore wagons(WO,WOA,WOB,WOC,WOD,WOE,AOPY), Loaded CHOY Ballast wagons and empty fuel tankers for a total trailing load of 5600 tonnes.
NOTE: All empty wagons to be marshalled to the rear of the consist at all times. |
| GSR | AVON YARD-ALBANY | CBH MP27CN locomotives are permitted to haul a trailing load of 3192 tonnes for each locomotive in consist, between Brookton to Avon Yard at all times of the year.
CBH MP33CN locomotives are permitted to haul a trailing load of 4104 tonnes for each locomotive in consist, between Brookton and Avon Yard at all times of the year.
|
| GSR | AVON YARD-ALBANY | Grain trains in the GSR District have been approved to convey, with 2CBH locomotives. 60 CBHN wagons loaded to 19 tonne axle load for a trailing load of 4560 tonnes between Hyden and Albany. |
| GSR | AVON YARD-ALBANY | P or PA Class Locomotives are permitted a MOMENTUM load of 2,130 for trains consisting of all roller bearing wagons from Wagin to Albany at all times of the year.
Note:- this MOMENTUM load is not permitted if a heat restriction of 40 kph or less is imposed on the Kendenup - Narrikup section and train loads listed in "Train Hauling Loads" are to apply.
DB ZTR / 2300 Class Locomotives are permitted a load of 1,845 for trains consisting of all roller bearing wagons from Wagin to Albany at all times of the year.
Two P class locomotives (Axmo or Locotrol) are permitted to haul a trailing load of 3024 tonnes consisting of all roller bearing wagons between Narrogin and Yornaning at all times of the year.
|
| GSR | LAKE GRACE-HYDEN | Grain trains hauled by two 2700 or 3300 series locomotives are approved to haul 60 wagons loaded to 19 tonne axle load for a maximum of 4560 tonnes between Hyden and Lake Grace. |
| GSR | WAGIN-LAKE GRACE-NEWDEGATE | P Class multi-coupled with AB Class are permitted to haul 2870 tonnes consisting of roller bearing wagons between Newdegate and Lake Grace at all times of the year.
P or PA Class locomotives are permitted to haul a momentum load of 2 130 tonnes for trains consisting of all roller bearing wagons from Hyden to Wagin at all times of the year. |
| MID WEST | GERALDTON-MULLEWA | 1) The following block train load for trains hauled by a P/2500 class locomotive consisting of all roller bearing wagons is permitted between Ruvidini and Geraldton at all times of the year.
Ruvidini–Narngulu: Single Unit = 2048 tonnes, Two units = 4096 tonnes.
Narngulu–Geraldton: Single Unit = 4096 tonnes, Two units = 4096 tonnes.
(other limits)
2) ACN Class locomotives are authorised to haul the following block train loads:
Tilley Jct to Narngulu (1:72.5) Single Unit = 2870, Two Units = 5740, Three Units = 8610.
Narngulu to Tilley Jct (1:125) Single Unit = 4426, Two Units = 8852, Three Units = 13278. |
| MID WEST | GERALDTON-MULLEWA | 1DFZ and 1P are authorised to haul the following block train loads at all times of the
year.
Ruvidini to Geraldton 3840 tonnes |
| MID WEST | GERALDTON-MULLEWA | 3DFZ are authorised to haul the following block train loads at all times of the year.
Tilley Jct to Geraldton 5760 tonnes |
| MID WEST | GERALDTON-MULLEWA | ACN class locomotives are authorised to haul the following block train loads.
Single Unit Two Units Three Units
Tilley Jct to Narngulu (1:72.5) 2870 5740 8610
Narngulu to Geraldton (1:125) 4426 8852 13278
ACN class locomotives are restricted to P class loads when operated in multiple with any
other class locomotives. |
| MID WEST | GERALDTON-MULLEWA | ACN locomotives are restricted to P class loads when operated in multiple with any other locomotive
class.
(1) 3 locomotives in power for head end operations on the Tilley to Geraldton railway is authorized for trains up to 90 wagons in length.
(2) AC or DC traction must be operated in DP mode when trains exceed 90 wagons in length.
ACN Working Notes
1. Permitted to run only on the track between Tilley to Geraldton.
2. Between Narngulu and Forrestfield ARG maintenance facilities and KWINANA as a light engine or being hauled Dead.
3. Speed restrictions to apply :-
Forrestfield to Millendon – Normal track speed for 19tal operation
Millendon to Mooliabeenie - Normal track speed for 19tal operation
Mooliabeenie to Mingenew –(16tal track) Speed restricted to 30km/h
Mingenew to Narngulu - Normal track speed for 19tal operation
A further 10km/h restriction is to apply below any local temporary and permanent speed restriction nominated on the Mooliabeenie to Mingenew 16tal section.
4. 3 P class Locomotives in power is authorised on the lead of Ore Trains on the Tilley to Perenjori
Railway.
Train lengths of 104 wagons at 21 tal for a gross trailing load of 8736 tonnes are approved between
Tilley Junction and Geraldton. |
| MID WEST | GERALDTON-MULLEWA | The following block train load for trains hauled by a P/2500 class locomotive consisting
of all roller bearing wagons is permitted between Ruvidini and Geraldton at all times of
the year.
Ruvidini–Narngulu 2048 tonnes Single Unit 4096 tonnes AXMO
Narn |
| MID WEST | GERALDTON-MULLEWA | Two DFZ class locomotives are authorised to haul the following block train loads at all times
of the year.
Ruvidini to Geraldton 3840 tonnes |
| MID WEST | MAYA-MULLEWA | 1DFZ and 1P are authorised to haul the following block train loads at all times of the year.
Perenjori to Mullewa 3840 tonnes |
| MID WEST | MAYA-MULLEWA | 3DFZ are authorised to haul the following block train loads at all times of the year.
Perenjori to Tilley Jct 5760 tonnes (Restricted to 30 km/h track speed) |
| MID WEST | MAYA-MULLEWA | ACN Class locomotives are authorised to haul the following block train loads:
• Tilley Jct to Narngulu (1:72.5) Single Unit = 2870, Two Units = 5740, Three Units = 8610
• Narngulu to Tilley Jct (1:125) Single Unit = 4426, Two Units = 8852, Three Units = 13278 |
| MR | KWINANA-FORRESTFIELD-GERALDTON | CBH are permitted to run empty trains up to 74 in length from Kwinana to Moora as a normal operation.
These trains are to travel at 10 kph below the authorised empty speed.
All other permanent and temporary speed restrictions will still apply. |
| MR | KWINANA-FORRESTFIELD-GERALDTON | CBH MP27CN locomotives are permitted to haul a trailing load of
1728 tonnes for each locomotive in the consist, in either direction between Chandala and Geraldton at all times of the year
|
| MR | KWINANA-FORRESTFIELD-GERALDTON | For block trains consisting of all roller bearing wagons, the following loads are permitted at all times of the
year
Section Locomotive Load
South Mine-Dongara Section P 3 926
North Mine - South Mine P 3 040
Donagara-Narngulu Section P 3 926
Forrestfield-Dongara Section P 1540
Coorow - Geraldton P, AB 2665
Narngulu-Forrestfield (through load) AB 1 050
Narngulu-Forrestfield (through load) P 1 540
Marchagee-Mooliabeenie DB 1 295
Marchagee-Mooliabeenie AB 1 216
Single P Class locomotives are permitted to haul loads of 1600 tonnes consisting of all roller
bearing wagons subject to favourable weather conditions.
DB class locomotives can only haul loads over the Marchagee - Mooliabeenie Section for those
times for when permission is given by the District Engineer. |
| MR | TOODYAY WEST-MILING | Only single consist trains (up to 35 wagons hauled by a single locomotive) are permitted to operate between Bolgart and Miling in both directions. |
| SOUTH WEST | BRUNSWICK JUNCTION - COLLIE | P class locomotives are permitted to haul 1078 tonnes consisting of all roller bearing bogie wagons between Bunbury Inner Harbour and Worsley at all times of the year.
Block trains operating between Hamilton and Bunbury Inner Harbour, worked by a single DB or P class are permitted to haul a momentum load of 3485 tonnes.
However, this momentum load is not permitted, (in which case ruling grade loads for both the DB and P class locomotives apply), if a local speed restriction is imposed at location 5 km to 3km on the Brunswick Junction - Collie section.
A single S class is permitted to haul a momentum load of 4182 tonnes under all conditions.
A print out of the net load of alumina is to be sighted by the Rail Traffic Crew on completion of loading and before leaving Hamilton.
D class, multicoupled are permitted to haul 1620 tonnes between Brunswick Junction and Worsley at all times of the year.
A single S class locomotive is permitted to haul a momentum load of 1315 tonnes when required by Worsley Alumina between Brunswick and Worsley at all times of the year.
Bock trains operating between Hamilton and Bunbury Inner Harbour when worked by a single D class, unit is permitted to haul 2845 tonnes consisting of all roller bearing wagons at all times or the year under the following conditions:-
Consist of 33XF loaded and 6JK empty - not to exceed net alumina load of 2080 tonnes.
Consist of 34XF loaded and 6JK empty - not to exceed net alumina load of 2060 tonnes.
Consist of 35XF loaded and 6JK empty - not to exceed net alumina load of 2047 tonnes.
Consist of 36XF loaded - not to exceed net alumina load of 2187 tonnes.
The Rail Traffic Crew is to ensure that the above loads of the trains are not exceeded at the completion of loading and before leaving Hamilton.
Single D, locomotives are permitted to haul 805 tonnes consisting of all roller bearing bogie wagons between Beela and Collie at all times of the year.
Single DB locomotives are permitted to haul 850 tonnes consisting of all roller bearing bogie wagons between Brunswick Junction and Hamilton or Collie at all times of the year.
Single D, and DB locomotives are permitted to haul 1200 tonnes consisting of all roller bearing bogie wagons between Brunswick North/Brunswick Junction and Beela at all times of the year (assistance required Beela to Worsley). Loaded XP bulk lime wagons may be marshalled on the lead of empty XG coal wagons for transit between Soundcem Siding and Hamilton or Collie, as required, on block train services.
A gross mass of 77 tonnes is to apply for loaded XP wagons of bulk lime ex Soundcem to Hamilton for computing or train load purposes.
Single S class locomotives are permitted to haul 2584 tonnes consisting of 19 tonne axle load wagons at all times of the year over the following section of track.
Collie – Worsley.
Worsley – Hamilton.
Single P Class Locomotives are permitted to haul 2128 tonnes consisting of 19 tonne axle load wagons during all times of the year over the following section of track.
Collie – Worsley.
Worsley – Hamilton.
Single DB class locomotives are permitted to haul 1748 tonnes and DB class locomotives installed with NEXSY 11 ZTR wheel slip are permitted to haul 1976 tonnes consisting of 19 tonne axle load wagons at all times of the year over the following section of track.
Collie – Worsley.
Worsley – Hamilton.
Single D class locomotives are permitted to haul 1672 tonnes consisting of 19 tonne axle load wagons during all times of the year over the following section of track.
Collie – Worsley.
Worsley – Hamilton.
Single S class locomotives are permitted to haul 1672 tonnes from Hamilton to Collie at all time of the year.
|
| SOUTH WEST | COLLIE - EWINGTON MINE/PREMIER MINE | Single S class locomotives are permitted to haul 2584 tonnes consisting of 19 tonne axle load wagons at all times of the year between Premier Mine and Collie.
Single P class locomotives are permitted to haul 2128 tonnes consisting of 19 tonne axle load wagons during all times of the year between Ewington Mine and Collie.
Single DB class locomotives are permitted to haul 1748 tonnes and DB class locomotives installed with NEXYS 11 ZTR wheel slip control system are permitted to haul 1976 tonnes consisting of 19 tonne axle load wagons during all times of the year between Ewington Mine and Collie.
Single D class locomotives are permitted to haul 1672 tonne consisting of 19 tonne axle load wagons during all times of the year over the Ewington Mine - Collie section of track.
|
| SOUTH WEST | FORRESTFIELD - PICTON JCTN - INNER HBR | 1. Block trains in excess of 610 metres length are not to cross at YARLOOP except when specially directed by the Network Controller.
2. Down loaded block trains with maximum permissible trailing load must not be stopped at Down Directing Signal No.77 and No.73 at BRUNSWICK JUNCTION.
3. Due to crossing loops with limited length existing between COLLIE and PINJARRA inclusive, block Western Power coal trains consisting of 56XG wagons and hauled by two locomotives, must be given a run-through when crossing opposing trains at these locations.
4. The following block train loads are permitted from Calcine or Yalup Brook to Bunbury Inner Harbour at all times of the year.
Locomotive Load (Tonnes) from Yalup Brook (Down)
DBZ/2300 3280
D, DB, 2845
AB 2290
S 4420
PA 3330
Locomotive Load (Tonnes) from Calcine (Down)
DBZ/2300 3280
D, DB, 2845
AB 2290
S 4420
5. The following block train loads are permitted between Bunbury Inner Harbour and Yalup Brook or Calcine at all times of the year.
Locomotives Load (Tonnes) (Up)
D, DB, 1720
AB 1380
S 2680
6. The following block train loads are permitted between Alcoa Kwinana and Calcine at all times of the year.
Locomotives Load (Tonnes) (Down)
DBZ/2300 1720
D, DB, 1720
AB 1380
S 2680
Locomotives Load (Tonnes) (Up)
DBZ/2300 3280
D, DB, 2845
AB 2370
S 4900
|
| SOUTH WEST | FORRESTFIELD - PICTON JCTN - INNER HBR | ACN WORKING NOTES:
Permitted to run on the Southwest Main
Kwinana to Bunbury inner harbour and to Hamilton
Limited to S class load. |
| Loading… |
|
|
|
|
|
Section:
|
| Loading… |
| 16 | Alumina Junction - Calcine |
| 36 | Amery - Kalannie |
| 31 | Avon Yard - Albany |
| 34 | Avon Yard - Mclevie , Maya - Mullewa |
| 901 | Avon Yard- Midland (Up Main) |
| 71 | Brunswick Junction - Premier |
| 81 | Brunswick North - Brunswick East |
| 37 | Burakin - Beacon |
| 8 | Ccockburn North - Cockburn South |
| 900 | Cockburn - Midland (Down Main) |
| 7 | Cockburn East - Cockburn South |
| 94 | Dongara - Eneabba |
| 9 | Forrestfield - Kewdale |
| 91 | Geraldton - Mullewa |
| 35 | Goomalling - Wyalkatchem, Trayning - Merredin |
| 52 | Kalgoorlie - Leonora |
| 53 | Kambalda - Redmine |
| 63 | Katanning - Nyabing |
| 18 | Kwinana - Alcoa |
| 19 | Kwinana - CBH |
| 13 | Kwinana - Mundijong |
| 62 | Lake Grace - Hyden |
| 1 | Midland - Kalgoorlie |
| 6 | Midland - Kwinana (Up Main) |
| 3 | Millendon Junction - Narngulu |
| 92 | Mullewa - Pindar |
| 2 | Mundijong Junction - Bunbury |
| 59 | Narrogin - Merridin (via Corrigin) |
| 75 | Picton Junction - Lambert |
| 80 | Picton Junction - Piction East |
| 79 | Picton Junction - WACAP (via Harbour Junction) |
| 15 | Pinjara - Alumina Junction |
| 17 | Pinjara South - Pinjara East |
| 65 | Redmond - Mirambeena |
| 11 | Robb Jetty - Cockburn North |
| 64 | Tambellup - Gnowangerup |
| 90 | Tilley Junction - Karara |
| 4 | Toodyay West - Miling |
| 27 | Wagerup North - Refinery |
| 28 | Wagerup South - Wagerup East |
| 61 | Wagin - Newdegate |
| 51 | West Kalgoorlie - Esperance |
| 50 | West Kalgoorlie West - West Kalgoorlie South |
| 5 | Woodbridge West - Woodbridge South |
| 82 | Worlsey - Hamilton |
| 83 | Worsley East - Worsley North |
| 38 | Wyalkatchem - Mukinbudin |
| 60 | Yilliminning - Kulin , Kondinin - Merredin |
| 33 | York - Quairading |
|
|
Name From:
|
| Loading… |
| AMERY | 0.000 |
| EJANDING | 17.000 |
| MANMANNING | 38.000 |
| CADOUX | 48.000 |
| KIRWAN | 70.000 |
| BURAKIN | 78.000 |
| KALANNIE | 98.000 |
| AVON YARD | 0.000 |
| EAST NORTHAM | 6.000 |
| FRENCHES | 19.000 |
| JENNACUBBINE | 36.000 |
| GOOMALLING | 55.000 |
| KONNONGORRING | 88.000 |
| WONGAN HILLS | 110.000 |
| KONDUT | 137.000 |
| BALLIDU | 150.000 |
| PITHARA | 177.000 |
| DALWALLINU | 191.000 |
| MCLEVIE | 193.000 |
| WUBIN | 210.000 |
| BUNTINE | 225.000 |
| MAYA | 238.000 |
| LATHAM | 253.500 |
| BUNJIL | 268.000 |
| PERENJORI | 294.000 |
| BOWGADA | 311.000 |
| MORAWA | 333.000 |
| TILLEY | 335.000 |
| BELL | 340.000 |
| GUTHA | 359.750 |
| CANNA | 372.000 |
| LEDA | 377.000 |
| DEAN | 404.000 |
| MONGER | 424.000 |
| MULLEWA | 429.000 |
| BURAKIN | 0.000 |
| KULJA | 12.000 |
| MOLLERIN | 38.000 |
| CLEARY | 49.000 |
| BEACON | 71.000 |
| GOOMALLING | 0.000 |
| DOWERIN | 24.000 |
| AMERY | 34.000 |
| MINNIVALE | 44.000 |
| WYALKATCHEM | 66.000 |
| TRAYNING | 110.000 |
| KUNUNOPPIN | 122.000 |
| NUNGARIN | 142.000 |
| NUKARNI | 160.000 |
| WEST MERREDIN | 183.000 |
| WYALKATCHEM | 0.000 |
| COWCOWING | 25.000 |
| KOORDA | 45.000 |
| GABBIN | 66.000 |
| BENCUBBIN | 84.000 |
| WELBUNGIN | 97.000 |
| MUKINBUDIN | 121.000 |
| MIDLAND | 14.800 |
| MILLENDON JUNCTION | 27.700 |
| JUMPERKINE | 40.400 |
| MOONDYNE | 61.700 |
| TOODYAY WEST | 89.000 |
| TOODYAY | 93.000 |
| AVON YARD | 115.000 |
| MIDLAND | 0.000 |
| WOODBRIDGE SOUTH | 1.000 |
| FORRESTFIELD | 8.000 |
| KENWICK JUNCTION | 14.000 |
| CANNING VALE | 23.000 |
| COCKBURN EAST | 35.000 |
| COCKBURN SOUTH | 36.000 |
| KWINANA | 48.000 |
| KEWDALE | 5.000 |
| FORRESTFIELD | 6.000 |
| FORRESTFIELD TERMINAL | 6.000 |
| MIDLAND | 14.800 |
| MILLENDON JUNCTION | 27.700 |
| JUMPERKINE | 40.400 |
| MOONDYNE | 61.700 |
| TOODYAY WEST | 89.000 |
| TOODYAY | 93.000 |
| AVON YARD | 115.000 |
| NORTHAM | 120.000 |
| SEABROOK | 123.000 |
| GRASS VALLEY | 132.000 |
| MECKERING | 153.000 |
| CUNDERDIN | 178.000 |
| TAMMIN | 201.000 |
| BUNGULLA | 214.000 |
| KELLERBERRIN | 228.000 |
| DOODLAKINE | 244.000 |
| HINES HILL | 264.000 |
| WEST MERREDIN | 282.000 |
| MERREDIN | 284.000 |
| BOORAAN | 296.000 |
| BURRACOPPIN | 312.000 |
| CARRABIN | 330.000 |
| BODALLIN | 354.000 |
| MOORINE ROCK | 377.000 |
| SOUTHERN CROSS | 403.000 |
| LAKE JULIA | 427.000 |
| KOOLYANOBBING | 455.000 |
| KOOLYANOBBING EAST | 458.000 |
| BECKWITH | 470.000 |
| DARRINE | 491.000 |
| JAURDI | 525.000 |
| MT WALTON | 533.810 |
| WALLAROO | 562.000 |
| STEWART | 587.000 |
| BONNIE VALE | 622.000 |
| BINDULI | 648.000 |
| WEST KALGOORLIE | 650.000 |
| KALGOORLIE | 655.000 |
| MIDLAND | 0.000 |
| MIDLAND-KWINANA-FREMANTLE LINE | 0.000 |
| WOODBRIDGE SOUTH | 1.000 |
| FORRESTFIELD | 8.000 |
| KENWICK JUNCTION | 14.000 |
| CANNING VALE | 23.000 |
| COCKBURN | 35.000 |
| COCKBURN EAST | 35.000 |
| COCKBURN SOUTH | 36.000 |
| KWINANA | 48.000 |
| KALGOORLIE | 0.000 |
| BROAD ARROW | 35.000 |
| SCOTIA | 66.000 |
| GOONGARRIE | 88.000 |
| DONEY | 114.000 |
| MENZIES | 130.000 |
| MYAMIN | 159.000 |
| KOOKYNIE | 196.000 |
| MELITA | 210.000 |
| MALCOLM | 236.000 |
| LEONORA | 259.000 |
| KAMBALDA | 0.000 |
| REDMINE | 7.000 |
| WEST KALGOORLIE | 0.000 |
| ESPERANCE LINE | 0.000 |
| HAMPTON BALLAST SIDING | 14.000 |
| HAMPTON | 16.000 |
| HANNAN | 34.000 |
| KAMBALDA | 54.000 |
| LEFROY | 86.000 |
| HIGGINSVILLE | 127.000 |
| PIONEER | 155.000 |
| COWAN | 180.000 |
| NORSEMAN | 183.000 |
| DANIELL | 231.000 |
| BEETE | 246.000 |
| SALMON GUMS | 281.000 |
| GRASS PATCH | 308.000 |
| SCADDAN | 335.000 |
| FLEMING | 347.000 |
| GIBSON | 366.000 |
| ESPERANCE | 383.000 |
| ESPERANCE WHARF PORTMAN ORE | 384.000 |
| AVON YARD | 1.000 |
| SPRING HILL | 11.000 |
| YORK | 41.000 |
| BEVERLEY | 74.000 |
| MOUNT KOKEBY | 87.000 |
| BROOKTON | 105.000 |
| PINGELLY | 125.000 |
| POPANYINNING | 142.000 |
| YORNANING | 152.000 |
| CUBALLING | 162.000 |
| NARROGIN | 176.000 |
| WAGIN | 226.000 |
| WOODANILLING | 257.000 |
| KATANNING | 278.000 |
| BROOMEHILL | 297.000 |
| TAMBELLUP | 322.000 |
| CRANBROOK | 357.000 |
| KENDENUP | 381.000 |
| NARRIKUP | 419.000 |
| REDMOND | 439.000 |
| ELLEKER | 447.000 |
| ALBANY | 463.000 |
| KATANNING | 0.000 |
| BADGEBUP | 61.000 |
| NYABING | 63.000 |
| LAKE GRACE | 0.000 |
| KUENDER | 19.000 |
| PINGARING | 44.000 |
| KARLGARIN | 78.000 |
| HYDEN | 94.000 |
| NARROGIN | 0.000 |
| BOUNDAIN | 15.000 |
| YILLIMINNING | 23.000 |
| WICKEPIN | 43.000 |
| YEALERING | 68.000 |
| BULLARING | 84.000 |
| CORRIGIN | 108.000 |
| AINSWORTH | 130.000 |
| ARDATH | 149.000 |
| BRUCE ROCK | 168.000 |
| KORBELKA | 189.000 |
| WEST MERREDIN | 216.000 |
| REDMOND | 0.000 |
| MIRAMBEENA | 2.000 |
| TAMBELLUP | 0.000 |
| GNOWANGERUP | 38.000 |
| WAGIN | 0.000 |
| BALLAYING | 22.000 |
| DUMBLEYUNG | 40.000 |
| MOULYINNING | 62.000 |
| KUKERIN | 79.000 |
| TARIN ROCK | 97.000 |
| LAKE GRACE | 119.000 |
| BUNICHE | 157.000 |
| NEWDEGATE | 182.000 |
| YILLIMINNING | 0.000 |
| NOMANS LAKE | 14.000 |
| TINCURRIN | 40.000 |
| DUDININ | 59.000 |
| JITARNING | 74.000 |
| KULIN | 95.000 |
| KONDININ | 118.000 |
| BENDERING | 130.000 |
| SOUTH KUMMININ | 153.000 |
| NAREMBEEN | 169.000 |
| WOGARL | 191.000 |
| MUNTADGIN | 208.000 |
| KOONADGIN | 228.000 |
| WEST MERREDIN | 260.000 |
| YORK | 0.000 |
| GREENHILLS | 23.000 |
| MAWSON | 47.000 |
| QUAIRADING | 74.000 |
| COCKBURN NORTH | 31.400 |
| COCKBURN SOUTH | 33.000 |
| COCKBURN EAST | 31.000 |
| COCKBURN NORTH | 32.300 |
| ESPLANADE | 22.000 |
| ROBB JETTY | 26.000 |
| SPEARWOOD | 28.000 |
| COCKBURN NORTH | 31.000 |
| WOODBRIDGE WEST | 0.120 |
| WOODBRIDGE SOUTH | 1.210 |
| GERALDTON | 0.000 |
| CBH-GERALDTON | 0.763 |
| WESTERN MINING/AMC (WHARF)-GER | 0.764 |
| NARNGULU (SYN RUTILE) | 0.765 |
| MERU (NRN MINERALS) | 0.766 |
| NARNGULU YARD | 13.000 |
| NARNGULU | 13.000 |
| NARNGULU EAST | 16.000 |
| GRANTS | 24.000 |
| NORTHERN GULLY | 41.000 |
| ERADU | 56.000 |
| NOLA | 73.000 |
| TENINDEWA | 92.000 |
| RUVIDINI | 104.000 |
| MULLEWA | 107.000 |
| MULLEWA | 0.000 |
| PINDAR | 30.000 |
| TILLEY TO KARARA RAILWAY | 0.000 |
| ANSTEEL | 22.000 |
| GINDALBIE | 54.000 |
| KARARA | 72.000 |
| DONGARA | 0.000 |
| ARROWSMITH | 42.000 |
| ENEABBA | 79.700 |
| ENEABBA - AMC NORTH | 88.000 |
| SOUTH MINE | 94.300 |
| MILLENDON JUNCTION | 0.000 |
| MILLENDON | 2.000 |
| MUCHEA | 26.300 |
| CHANDALA | 31.000 |
| MOOLIABEENIE | 66.000 |
| MOGUMBER | 99.500 |
| MOORA | 143.200 |
| CAIRN HILL | 160.500 |
| COOMBERDALE | 165.800 |
| WATHEROO | 184.700 |
| MARCHAGEE | 213.900 |
| COOROW | 234.500 |
| CARNAMAH | 262.300 |
| THREE SPRINGS | 283.700 |
| ARRINO | 302.200 |
| YANDANOOKA | 319.000 |
| MINGENEW | 338.000 |
| STRAWBERRY | 363.000 |
| IRWIN | 376.000 |
| DONGARA | 394.000 |
| BOOKARA | 419.000 |
| WALKAWAY | 432.900 |
| NARNGULU | 452.000 |
| TOODYAY WEST | 0.000 |
| COONDLE | 9.000 |
| BOLGART | 38.000 |
| CALINGIRI | 61.000 |
| YERECOIN | 82.000 |
| PIAWANING | 91.000 |
| BINDI BINDI | 115.000 |
| MILING | 135.000 |
| ALUMINA JUNCTION | 0.000 |
| CALCINE | 5.000 |
| BRUNSWICK JUNCTION | 0.000 |
| BRUNSWICK EAST | 1.653 |
| BEELA | 11.000 |
| WORSLEY | 23.000 |
| WORSLEY EAST | 24.000 |
| COLLIE | 40.000 |
| EAST COLLIE JUNCTION | 41.000 |
| EWINGTON JUNCTION | 51.000 |
| EWINGTON MINE | 52.000 |
| PREMIER MINE | 53.000 |
| BRUNSWICK NORTH | 0.000 |
| BRUNSWICK EAST | 2.000 |
| KWINANA | 0.000 |
| KWINANA QAI | 3.000 |
| KWINANA ALCOA | 3.718 |
| KWINANA ALCOA | 4.314 |
| KWINANA QAC | 5.254 |
| KWINANA KBT | 0.000 |
| KWINANA QAA | 1.000 |
| KWINANA | 1.000 |
| KWINANA CSBP - SODIUM CYANIDE | 3.000 |
| CSBP ANHYDROUS AMONIA | 3.000 |
| KWINANA WMC S G | 4.000 |
| KWINANA CBH | 8.000 |
| KWINANA | 0.000 |
| WELLARD | 12.000 |
| MUNDIJONG JUNCTION | 26.000 |
| MUNDIJONG JUNCTION | 43.000 |
| MUNDIJONG | 45.000 |
| SERPENTINE | 53.000 |
| KEYSBROOK | 61.000 |
| NORTH DANDALUP | 70.000 |
| DANDALUP | 75.000 |
| PINJARRA | 86.000 |
| PINJARRA SOUTH | 87.000 |
| COOLUP | 98.500 |
| WAROONA | 111.000 |
| WAGERUP | 117.000 |
| YARLOOP | 123.000 |
| COOKERNUP | 128.000 |
| WARAWARRUP | 135.500 |
| HARVEY | 138.000 |
| BENGER | 149.000 |
| BRUNSWICK NORTH | 157.000 |
| BRUNSWICK JUNCTION | 158.000 |
| BRUNSWICK SOUTH | 159.000 |
| BUREKUP | 166.000 |
| PICTON (YARD WEST) | 170.000 |
| PICTON | 175.000 |
| PICTON (YARD EAST) | 176.000 |
| PICTON (CONTAINER) | 177.000 |
| BUNBURY TERMINAL | 180.000 |
| PICTON | 0.000 |
| PICTON JUNCTION SOUTH | 3.000 |
| BOYANUP | 18.000 |
| DONNYBROOK | 34.000 |
| KIRUP | 53.000 |
| GREENBUSHES | 78.000 |
| BRIDGETOWN | 102.000 |
| YORNUP | 116.000 |
| MANJIMUP | 138.000 |
| LAMBERT | 149.000 |
| PICTON | 0.000 |
| PICTON (YARD EAST) | 3.000 |
| PICTON | 0.000 |
| PICTON (YARD EAST) | 4.000 |
| BUNBURY WORSLEY | 5.000 |
| BUNBURY ALCOA | 6.000 |
| BUNBURY INNER JUNCTION | 8.000 |
| PINJARRA | 0.000 |
| PINJARRA EAST | 1.626 |
| PINJARRA EAST | 86.000 |
| PINJARRA SOUTH | 87.000 |
| WAGERUP | 0.000 |
| YALUP BROOK | 6.000 |
| WORSLEY | 0.000 |
| WORSLEY NORTH | 2.000 |
| HAMILTON | 11.000 |
| WORSLEY EAST | 0.000 |
| WORSLEY NORTH | 1.000 |
|
|
Name To:
|
| Loading… |
| AMERY | 0.000 |
| EJANDING | 17.000 |
| MANMANNING | 38.000 |
| CADOUX | 48.000 |
| KIRWAN | 70.000 |
| BURAKIN | 78.000 |
| KALANNIE | 98.000 |
| AVON YARD | 0.000 |
| EAST NORTHAM | 6.000 |
| FRENCHES | 19.000 |
| JENNACUBBINE | 36.000 |
| GOOMALLING | 55.000 |
| KONNONGORRING | 88.000 |
| WONGAN HILLS | 110.000 |
| KONDUT | 137.000 |
| BALLIDU | 150.000 |
| PITHARA | 177.000 |
| DALWALLINU | 191.000 |
| MCLEVIE | 193.000 |
| WUBIN | 210.000 |
| BUNTINE | 225.000 |
| MAYA | 238.000 |
| LATHAM | 253.500 |
| BUNJIL | 268.000 |
| PERENJORI | 294.000 |
| BOWGADA | 311.000 |
| MORAWA | 333.000 |
| TILLEY | 335.000 |
| BELL | 340.000 |
| GUTHA | 359.750 |
| CANNA | 372.000 |
| LEDA | 377.000 |
| DEAN | 404.000 |
| MONGER | 424.000 |
| MULLEWA | 429.000 |
| BURAKIN | 0.000 |
| KULJA | 12.000 |
| MOLLERIN | 38.000 |
| CLEARY | 49.000 |
| BEACON | 71.000 |
| GOOMALLING | 0.000 |
| DOWERIN | 24.000 |
| AMERY | 34.000 |
| MINNIVALE | 44.000 |
| WYALKATCHEM | 66.000 |
| TRAYNING | 110.000 |
| KUNUNOPPIN | 122.000 |
| NUNGARIN | 142.000 |
| NUKARNI | 160.000 |
| WEST MERREDIN | 183.000 |
| WYALKATCHEM | 0.000 |
| COWCOWING | 25.000 |
| KOORDA | 45.000 |
| GABBIN | 66.000 |
| BENCUBBIN | 84.000 |
| WELBUNGIN | 97.000 |
| MUKINBUDIN | 121.000 |
| MIDLAND | 14.800 |
| MILLENDON JUNCTION | 27.700 |
| JUMPERKINE | 40.400 |
| MOONDYNE | 61.700 |
| TOODYAY WEST | 89.000 |
| TOODYAY | 93.000 |
| AVON YARD | 115.000 |
| MIDLAND | 0.000 |
| WOODBRIDGE SOUTH | 1.000 |
| FORRESTFIELD | 8.000 |
| KENWICK JUNCTION | 14.000 |
| CANNING VALE | 23.000 |
| COCKBURN EAST | 35.000 |
| COCKBURN SOUTH | 36.000 |
| KWINANA | 48.000 |
| KEWDALE | 5.000 |
| FORRESTFIELD | 6.000 |
| FORRESTFIELD TERMINAL | 6.000 |
| MIDLAND | 14.800 |
| MILLENDON JUNCTION | 27.700 |
| JUMPERKINE | 40.400 |
| MOONDYNE | 61.700 |
| TOODYAY WEST | 89.000 |
| TOODYAY | 93.000 |
| AVON YARD | 115.000 |
| NORTHAM | 120.000 |
| SEABROOK | 123.000 |
| GRASS VALLEY | 132.000 |
| MECKERING | 153.000 |
| CUNDERDIN | 178.000 |
| TAMMIN | 201.000 |
| BUNGULLA | 214.000 |
| KELLERBERRIN | 228.000 |
| DOODLAKINE | 244.000 |
| HINES HILL | 264.000 |
| WEST MERREDIN | 282.000 |
| MERREDIN | 284.000 |
| BOORAAN | 296.000 |
| BURRACOPPIN | 312.000 |
| CARRABIN | 330.000 |
| BODALLIN | 354.000 |
| MOORINE ROCK | 377.000 |
| SOUTHERN CROSS | 403.000 |
| LAKE JULIA | 427.000 |
| KOOLYANOBBING | 455.000 |
| KOOLYANOBBING EAST | 458.000 |
| BECKWITH | 470.000 |
| DARRINE | 491.000 |
| JAURDI | 525.000 |
| MT WALTON | 533.810 |
| WALLAROO | 562.000 |
| STEWART | 587.000 |
| BONNIE VALE | 622.000 |
| BINDULI | 648.000 |
| WEST KALGOORLIE | 650.000 |
| KALGOORLIE | 655.000 |
| MIDLAND | 0.000 |
| MIDLAND-KWINANA-FREMANTLE LINE | 0.000 |
| WOODBRIDGE SOUTH | 1.000 |
| FORRESTFIELD | 8.000 |
| KENWICK JUNCTION | 14.000 |
| CANNING VALE | 23.000 |
| COCKBURN | 35.000 |
| COCKBURN EAST | 35.000 |
| COCKBURN SOUTH | 36.000 |
| KWINANA | 48.000 |
| KALGOORLIE | 0.000 |
| BROAD ARROW | 35.000 |
| SCOTIA | 66.000 |
| GOONGARRIE | 88.000 |
| DONEY | 114.000 |
| MENZIES | 130.000 |
| MYAMIN | 159.000 |
| KOOKYNIE | 196.000 |
| MELITA | 210.000 |
| MALCOLM | 236.000 |
| LEONORA | 259.000 |
| KAMBALDA | 0.000 |
| REDMINE | 7.000 |
| WEST KALGOORLIE | 0.000 |
| ESPERANCE LINE | 0.000 |
| HAMPTON BALLAST SIDING | 14.000 |
| HAMPTON | 16.000 |
| HANNAN | 34.000 |
| KAMBALDA | 54.000 |
| LEFROY | 86.000 |
| HIGGINSVILLE | 127.000 |
| PIONEER | 155.000 |
| COWAN | 180.000 |
| NORSEMAN | 183.000 |
| DANIELL | 231.000 |
| BEETE | 246.000 |
| SALMON GUMS | 281.000 |
| GRASS PATCH | 308.000 |
| SCADDAN | 335.000 |
| FLEMING | 347.000 |
| GIBSON | 366.000 |
| ESPERANCE | 383.000 |
| ESPERANCE WHARF PORTMAN ORE | 384.000 |
| AVON YARD | 1.000 |
| SPRING HILL | 11.000 |
| YORK | 41.000 |
| BEVERLEY | 74.000 |
| MOUNT KOKEBY | 87.000 |
| BROOKTON | 105.000 |
| PINGELLY | 125.000 |
| POPANYINNING | 142.000 |
| YORNANING | 152.000 |
| CUBALLING | 162.000 |
| NARROGIN | 176.000 |
| WAGIN | 226.000 |
| WOODANILLING | 257.000 |
| KATANNING | 278.000 |
| BROOMEHILL | 297.000 |
| TAMBELLUP | 322.000 |
| CRANBROOK | 357.000 |
| KENDENUP | 381.000 |
| NARRIKUP | 419.000 |
| REDMOND | 439.000 |
| ELLEKER | 447.000 |
| ALBANY | 463.000 |
| KATANNING | 0.000 |
| BADGEBUP | 61.000 |
| NYABING | 63.000 |
| LAKE GRACE | 0.000 |
| KUENDER | 19.000 |
| PINGARING | 44.000 |
| KARLGARIN | 78.000 |
| HYDEN | 94.000 |
| NARROGIN | 0.000 |
| BOUNDAIN | 15.000 |
| YILLIMINNING | 23.000 |
| WICKEPIN | 43.000 |
| YEALERING | 68.000 |
| BULLARING | 84.000 |
| CORRIGIN | 108.000 |
| AINSWORTH | 130.000 |
| ARDATH | 149.000 |
| BRUCE ROCK | 168.000 |
| KORBELKA | 189.000 |
| WEST MERREDIN | 216.000 |
| REDMOND | 0.000 |
| MIRAMBEENA | 2.000 |
| TAMBELLUP | 0.000 |
| GNOWANGERUP | 38.000 |
| WAGIN | 0.000 |
| BALLAYING | 22.000 |
| DUMBLEYUNG | 40.000 |
| MOULYINNING | 62.000 |
| KUKERIN | 79.000 |
| TARIN ROCK | 97.000 |
| LAKE GRACE | 119.000 |
| BUNICHE | 157.000 |
| NEWDEGATE | 182.000 |
| YILLIMINNING | 0.000 |
| NOMANS LAKE | 14.000 |
| TINCURRIN | 40.000 |
| DUDININ | 59.000 |
| JITARNING | 74.000 |
| KULIN | 95.000 |
| KONDININ | 118.000 |
| BENDERING | 130.000 |
| SOUTH KUMMININ | 153.000 |
| NAREMBEEN | 169.000 |
| WOGARL | 191.000 |
| MUNTADGIN | 208.000 |
| KOONADGIN | 228.000 |
| WEST MERREDIN | 260.000 |
| YORK | 0.000 |
| GREENHILLS | 23.000 |
| MAWSON | 47.000 |
| QUAIRADING | 74.000 |
| COCKBURN NORTH | 31.400 |
| COCKBURN SOUTH | 33.000 |
| COCKBURN EAST | 31.000 |
| COCKBURN NORTH | 32.300 |
| ESPLANADE | 22.000 |
| ROBB JETTY | 26.000 |
| SPEARWOOD | 28.000 |
| COCKBURN NORTH | 31.000 |
| WOODBRIDGE WEST | 0.120 |
| WOODBRIDGE SOUTH | 1.210 |
| GERALDTON | 0.000 |
| CBH-GERALDTON | 0.763 |
| WESTERN MINING/AMC (WHARF)-GER | 0.764 |
| NARNGULU (SYN RUTILE) | 0.765 |
| MERU (NRN MINERALS) | 0.766 |
| NARNGULU YARD | 13.000 |
| NARNGULU | 13.000 |
| NARNGULU EAST | 16.000 |
| GRANTS | 24.000 |
| NORTHERN GULLY | 41.000 |
| ERADU | 56.000 |
| NOLA | 73.000 |
| TENINDEWA | 92.000 |
| RUVIDINI | 104.000 |
| MULLEWA | 107.000 |
| MULLEWA | 0.000 |
| PINDAR | 30.000 |
| TILLEY TO KARARA RAILWAY | 0.000 |
| ANSTEEL | 22.000 |
| GINDALBIE | 54.000 |
| KARARA | 72.000 |
| DONGARA | 0.000 |
| ARROWSMITH | 42.000 |
| ENEABBA | 79.700 |
| ENEABBA - AMC NORTH | 88.000 |
| SOUTH MINE | 94.300 |
| MILLENDON JUNCTION | 0.000 |
| MILLENDON | 2.000 |
| MUCHEA | 26.300 |
| CHANDALA | 31.000 |
| MOOLIABEENIE | 66.000 |
| MOGUMBER | 99.500 |
| MOORA | 143.200 |
| CAIRN HILL | 160.500 |
| COOMBERDALE | 165.800 |
| WATHEROO | 184.700 |
| MARCHAGEE | 213.900 |
| COOROW | 234.500 |
| CARNAMAH | 262.300 |
| THREE SPRINGS | 283.700 |
| ARRINO | 302.200 |
| YANDANOOKA | 319.000 |
| MINGENEW | 338.000 |
| STRAWBERRY | 363.000 |
| IRWIN | 376.000 |
| DONGARA | 394.000 |
| BOOKARA | 419.000 |
| WALKAWAY | 432.900 |
| NARNGULU | 452.000 |
| TOODYAY WEST | 0.000 |
| COONDLE | 9.000 |
| BOLGART | 38.000 |
| CALINGIRI | 61.000 |
| YERECOIN | 82.000 |
| PIAWANING | 91.000 |
| BINDI BINDI | 115.000 |
| MILING | 135.000 |
| ALUMINA JUNCTION | 0.000 |
| CALCINE | 5.000 |
| BRUNSWICK JUNCTION | 0.000 |
| BRUNSWICK EAST | 1.653 |
| BEELA | 11.000 |
| WORSLEY | 23.000 |
| WORSLEY EAST | 24.000 |
| COLLIE | 40.000 |
| EAST COLLIE JUNCTION | 41.000 |
| EWINGTON JUNCTION | 51.000 |
| EWINGTON MINE | 52.000 |
| PREMIER MINE | 53.000 |
| BRUNSWICK NORTH | 0.000 |
| BRUNSWICK EAST | 2.000 |
| KWINANA | 0.000 |
| KWINANA QAI | 3.000 |
| KWINANA ALCOA | 3.718 |
| KWINANA ALCOA | 4.314 |
| KWINANA QAC | 5.254 |
| KWINANA KBT | 0.000 |
| KWINANA QAA | 1.000 |
| KWINANA | 1.000 |
| KWINANA CSBP - SODIUM CYANIDE | 3.000 |
| CSBP ANHYDROUS AMONIA | 3.000 |
| KWINANA WMC S G | 4.000 |
| KWINANA CBH | 8.000 |
| KWINANA | 0.000 |
| WELLARD | 12.000 |
| MUNDIJONG JUNCTION | 26.000 |
| MUNDIJONG JUNCTION | 43.000 |
| MUNDIJONG | 45.000 |
| SERPENTINE | 53.000 |
| KEYSBROOK | 61.000 |
| NORTH DANDALUP | 70.000 |
| DANDALUP | 75.000 |
| PINJARRA | 86.000 |
| PINJARRA SOUTH | 87.000 |
| COOLUP | 98.500 |
| WAROONA | 111.000 |
| WAGERUP | 117.000 |
| YARLOOP | 123.000 |
| COOKERNUP | 128.000 |
| WARAWARRUP | 135.500 |
| HARVEY | 138.000 |
| BENGER | 149.000 |
| BRUNSWICK NORTH | 157.000 |
| BRUNSWICK JUNCTION | 158.000 |
| BRUNSWICK SOUTH | 159.000 |
| BUREKUP | 166.000 |
| PICTON (YARD WEST) | 170.000 |
| PICTON | 175.000 |
| PICTON (YARD EAST) | 176.000 |
| PICTON (CONTAINER) | 177.000 |
| BUNBURY TERMINAL | 180.000 |
| PICTON | 0.000 |
| PICTON JUNCTION SOUTH | 3.000 |
| BOYANUP | 18.000 |
| DONNYBROOK | 34.000 |
| KIRUP | 53.000 |
| GREENBUSHES | 78.000 |
| BRIDGETOWN | 102.000 |
| YORNUP | 116.000 |
| MANJIMUP | 138.000 |
| LAMBERT | 149.000 |
| PICTON | 0.000 |
| PICTON (YARD EAST) | 3.000 |
| PICTON | 0.000 |
| PICTON (YARD EAST) | 4.000 |
| BUNBURY WORSLEY | 5.000 |
| BUNBURY ALCOA | 6.000 |
| BUNBURY INNER JUNCTION | 8.000 |
| PINJARRA | 0.000 |
| PINJARRA EAST | 1.626 |
| PINJARRA EAST | 86.000 |
| PINJARRA SOUTH | 87.000 |
| WAGERUP | 0.000 |
| YALUP BROOK | 6.000 |
| WORSLEY | 0.000 |
| WORSLEY NORTH | 2.000 |
| HAMILTON | 11.000 |
| WORSLEY EAST | 0.000 |
| WORSLEY NORTH | 1.000 |
|
|
| | | | |
| Kalgoorlie Industrial Sidings | For Siding diagrams only | Siding diagram of industrial area | 0 | 0 |
| KENWICK INTERMODAL TERMINAL | Intermodal and Flashbutt facility | | 0 | 0 |
| Meenar Siding | New siding to be Constructed at Meenar | | 0 | 0 |
| BINDULI TRIANGLE WEST | Triangle west Leg - 1850mtrs / Triangle east Leg- 1685m | Triangle west Leg - 1850mtrs / Triangle east Leg- 1685m | 1685 | 645 |
| BINDULI TRIANGLE SOUTH | Triangle west leg - 1850mtrs / Triangle east Leg- 1685m | Triangle west - 1850mtrs / Triangle east Leg- 1685m | 1685 | 645 |
| Arc / ARTC border | Track boundary / 656.567 km | Track Boundary between Arc Infrastructure and ARTC Networks | 0 | 656 |
| PARKESTON | ARTC Location | ARTC | 0 | 0 |
| MIDLAND | MIDLAND | MIDLAND
(14 km from East Perth Terminal)
1. This station is the Terminal for the Suburban Passenger Service and the Road/Rail Interchange.
2. The Signalling and Interlocking for the narrow gauge Terminal of the Suburban Passenger Service is operated from the Urban Train Control Centre at the Public Transport Centre.
3. The Signalling and Interlocking of the Arc Infrastructure network is controlled by Eastern Control.
4. Eastern Control also controls access from the DG Suburban Main toward Arc Infrastructure network via Slot 41 on the PTA’s signal 51.
5. The Urban Train Control Centre controls access to the DG Suburban Main from the Arc Infrastructure network via Slot 50 on Arc Infrastructure’s signal 28.
6. Where shunting movements are in operation and Rail Traffic has proceeded in one direction after having been signalled to do so, a return move must not be made until the locomotive or shunting unit has proceeded beyond the opposing shunting or running signal in order that a proceed indication may be obtained for the reverse move. This instruction must be observed in its entirety to avoid derailments and damage to interlocking caused by a reverse movement over self-restored points.
7. A Limit of Shunt sign is erected on the DOWN main at the 15.547km for Rail Traffic Movements exiting the PTA network that are required to travel to Forrestfield on the UP main. Upon Rail Traffic being brought to a stand at the Limit of Shunt sign, the Rail Traffic Crew must advise the Network Controller. The Network Controller will then set and secure both the 716 points into reverse for the rail traffic movement. Once the route has been secured, the Network Controller will authorise the movement onto the UP main.
MIDLAND FLASHBUTT RAIL SIDING
1. The Flashbutt rail siding is a private siding and owned by the Public Transport Authority (PTA), 715 points are clipped and secured by PTA padlock and must be unlocked by PTA personnel for use.
Harper Street Level Crossing.
1. Flashing light warning signals, bells and half boomgates are provided at this level crossing.
2. For Down Rail Traffic, the flashing light warning signals, bells and half boomgates will commence to operate provided No.45 Down Controlled Absolute Signal is at “Proceed”.
3. In the event of it being necessary to authorise Rail Traffic to pass No.45 Down Controlled Absolute Signal at the STOP aspect, due to a signal failure or other cause, definite instructions must be given by the Network Controller to the Rail Traffic Crew not to proceed over the Harper Street level crossing until satisfied that the boomgates are properly lowered. To ensure this, it will be necessary for the Rail Traffic Crew, on being authorised to pass the signal at STOP, to move forward until the leading end of the Rail Traffic has passed the signal and then again stop to allow sufficient time for the boomgates to be lowered.
Cale Street Level Crossing.
1. Flashing light warning signals, bells and half boomgates are provided at this level crossing.
2. For Down Rail Traffic, the flashing light warning signals, bells and half boomgates will commence to operate provided No.43 or No.51 Down Controlled Absolute Signal is at “Proceed”.
3. For Up Rail Traffic, the flashing light warning signals, bells and half boomgates will commence to operate provided No.28 Up Controlled Absolute Signal is at “Proceed”.
4. In the event of it being necessary to authorise Rail Traffic to pass No.43 or No.51 Down Controlled Absolute Signal or No. 28 Up Controlled Absolute Signals at the STOP aspect, due to a signal failure or other cause, definite instructions must be given by the Network Controller to the Rail Traffic Crew not to proceed over the Cale Street level crossing until satisfied that the boomgates are properly lowered. To ensure this, it will be necessary for the Rail Traffic Crew, on being authorised to pass the signal at STOP, to move forward until the leading end of the Rail Traffic has passed the signal and then again stop to allow sufficient time for the boomgates to be lowered. | 0 | 14 |
| MILLENDON JUNCTION | RailBAM/Wheel Condition Monitor/ThermalCAM: 26.7KM POST | MILLENDON JUNCTION
(28 km from East Perth Terminal)
1. This is the junction of the dual gauge line to Avon Yard and the narrow gauge single line to Geraldton.
2. A dual gauge crossover from the Down to the Up Dual Gauge Main Line is provided, for Up direction Rail Traffic, at this Junction.
3. Station Limits signs have been installed to define Station Limits during Single Line Working for movements in the wrong running direction.
PADBURY AVENUE LEVEL CROSSING (BG166)
1. Flashing light warning signals, bells and half boomgates are provided at this level crossing.
2. For approaching Down Rail Traffic, the flashing light warning signals, bells and half boomgates will commence to operate provided No.4R Down Controlled Absolute Signal is at “Proceed”.
3. For an approaching Up Rail Traffic ex Muchea, the flashing light warning signals, bells and half boomgates will commence to operate providing No.4L Up Controlled Absolute Signal is at “Proceed”.
4. For an approaching Up Rail Traffic ex Jumperkine, the flashing light warning signals, bells and half boomgates will commence to operate providing No.6L Up Controlled Absolute Starting Signal is at “Proceed”.
5. In the event of it being necessary to authorise Rail Traffic to pass No.4R Down Controlled Absolute Signal, No.4L Up Controlled Absolute Starting Signal or No.6L Up Controlled Absolute Signal at the STOP aspect, due to a signal failure or other cause, definite instructions must be given by the Network Controller to the Rail Traffic not to proceed over the Padbury Avenue level crossing until satisfied that the boomgates are properly lowered. To ensure this, it will be necessary for the Rail Traffic Crew, on being authorised to pass the signal at STOP, to move forward until the leading end of the Rail Traffic has passed the signal and then again stop to allow sufficient time for the the boomgates to be lowered. | 0 | 28 |
| JUMPERKINE | CROSSING LOOP 1564 METRES. | JUMPERKINE
(41 km from East Perth Terminal)
1. A loop common to both Up and Down Rail Traffic movements is provided. Under no circumstances must it be used for the purpose of stowing rolling stock of any kind without the approval of Arc Infrastructures Head of Operations and Customer Management.
2. To provide safe stowage for defective rail vehicles, switchlocked dead-end refuge sidings are available, accessible off each the Up and Down main lines.
3. Extreme care must be exercised in the event of it being necessary to operate the motorised points by use of the crank handle to ensure that all points required for the passage of the Rail Traffic are correctly aligned, i.e. standard gauge or narrow gauge as the case may be for whichever gauge Rail Traffic the points are required.
4. Special attention must be given to the movable "K" blades as it may be necessary to hand operate several point machines to set the required gauge correctly. The crank handle for the points at each end of the bypass line is located in the Annex to the Relay Room adjacent to the points.
5. Up Refuge Siding (Switchlock controlled)
5.1 When it is necessary to shunt the Up Refuge Siding at Jumperkine, the release of No.7 Switchlock is obtained from the Eastern Controller, Midland in the normal manner and the small handle turned completely over to the left. No.1 lever (facing point lock) must then be placed normal in the frame and levers No .2 (main line facing points), No.3 (movable "K" blades and catch point) and No.1 pulled over, in that order. When shunting is completed and all is clear, levers No.1, 3 and 2 must be replaced in the frame and No.1 lever pulled over. The small handle in the switchlock must be turned completely over to the right, the switchlock secured and the Eastern Controller advised.
INSTRUCTIONS FOR LOCOMOTIVE RUN ROUND JUMPERKINE
1.1. The Rail Traffic is to be admitted to the bi-directional loop and brought to a stand.
2. For shunt movements onto the Down Main the Network Control will confirm there is no Rail Traffic between Millendon Junction and Jumperkine, ensure Controlled Absolute signals 4R at Millendon Junction is set to STOP with Blocking Facilities applied to ‘D’ Track.
3. For shunt movements onto the Up Main the Network Control will confirm there is no Rail Traffic between Moondyne and Jumperkine, ensure Controlled Absolute signal 4 LA/B at Moondyne are set to STOP with Blocking Facilities applied to ‘N’ Track
4. The locomotive is to be detached from the Rail Traffic in the normal manner.
5. The Eastern Controller is to set and lock the bi-directional loop to main points in the Reverse position for a movement of the locomotive on to the main line in the Wrong Running Direction.
6. The Eastern Controller shall Issue an Alternative Movement Authority for the Shunt move onto the Main in the Wrong Running Direction.
7. The Rail Traffic Crew must check that the points are correctly set for the movement of the locomotive from the bi-directional loop to the main line in the Wrong Running Direction and advise the Eastern Controller and request permission to pass 4LB / 10RB signal.
8. When the Locomotive is standing at 2R Down signal, or 12L Up Signal, the remaining Shunt movement will be completed on signal indications to the opposite end of the bi-directional loop and attach to Consist. | 1564 | 41 |
| MOONDYNE | CROSSING LOOP 1537 MTRS. | MOONDYNE
(61 km from East Perth Terminal)
1. A loop common to both Up and Down Rail Traffic movements is provided. Under no circumstances must it be used for the purpose of stowing rolling stock of any kind without the approval of Arc Infrastructures Head of Operations and Customer Management.
2. To provide safe stowage for defective rail vehicles, switchlocked dead-end refuge sidings are available, accessible off each the Up and Down main lines.
3. Extreme care must be exercised in the event of it being necessary to operate the motorised points by use of the crank handle to ensure that all points required for the passage of the Rail Traffic are correctly aligned, i.e. standard gauge or narrow gauge as the case may be for whichever gauge Rail Traffic the points are required.
4. Special attention must be given to the movable "K" blades as it may be necessary to hand operate several point machines to set the required gauge correctly. The crank handle for the points at each end of the bypass line is located in the Annex to the Relay Room adjacent to the points.
5. Up Refuge Siding (Switchlock controlled)
5.1 When it is necessary to shunt the Up Refuge Siding at Jumperkine, the release of No.7 Switchlock is obtained from the Eastern Controller, Midland in the normal manner and the small handle turned completely over to the left. No.1 lever (facing point lock) must then be placed normal in the frame and levers No .2 (main line facing points), No.3 (movable "K" blades and catch point) and No.1 pulled over, in that order. When shunting is completed and all is clear, levers No.1, 3 and 2 must be replaced in the frame and No.1 lever pulled over. The small handle in the switchlock must be turned completely over to the right, the switchlock secured and the Eastern Controller advised.
INSTRUCTIONS FOR LOCOMOTIVE RUN ROUND MOONDYNE
1. The Rail Traffic is to be admitted to the bi-directional loop and brought to a stand.
2. For shunt movements onto the Down Main the Network Control will confirm there is no Rail Traffic between Jumperkine and Moondyne, ensure Controlled Absolute signals 10 RA/B at Jumperkine are set to STOP with Blocking Facilities applied to ‘F’ Track Jumperkine.
3. For shunt movements onto the Up Main the Network Control will confirm there is no Rail Traffic between Toodyay West and Moondyne, ensure Controlled Absolute signals 4 LA/B/C at Toodyay West are set to STOP with Blocking Facilities applied to ‘S’ Track
4. The locomotive is to be detached from the Rail Traffic in the normal manner.
5. The Eastern Controller is to set and lock the bi-directional loop to main points in the Reverse position for a movement of the locomotive on to the main line in the Wrong Running Direction.
6. The Eastern Controller shall Issue an Alternative Movement Authority for the Shunt move onto the Main in the Wrong Running Direction.
7. The Rail Traffic Crew must check that the points are correctly set for the movement of the locomotive from the bi-directional loop to the main line in the Wrong Running Direction and advise the Eastern Controller and request permission to pass 4LB / 10RB signal.
8. When the Locomotive is standing at 2R Down Signal or 12L Up Signal the remaining Shunt movement will be completed on signal indications to the opposite end of the bi-directional loop and attach to Consist. | 1537 | 61 |
| TOODYAY WEST | CROSSING LOOP 1536 MTRS. | TOODYAY WEST
(89km from East Perth Terminal)
1. This is the junction of the Miling Branch line.
2. This is also a Train Order Station.
3. Signs depicting the start and end of Train Order Territory are situated adjacent to 16L Signal. A telephone is located in the building on the west side adjacent to No. 16L Up Controlled Absolute Signal.
4. To facilitate the fulfilling of Train Orders for Up services, a Station Limits sign is located adjacent to the start and end of Train Order Territory sign. Rail Traffic must not pass the Station Limits sign without the permission of Eastern Network Control.
5. The points and signals are operated by the Eastern Control.
6. Due to structural clearance restrictions, Up Controlled Absolute signal 4LB from the Loop to the Up main is a ground mounted Controlled Absolute Signal, its reflectorized marker plate is mounted directly above the signal light, and the coloured aspects are arranged as for ground mounts shunt signals, with Red uppermost then Yellow and Green at the bottom, this is to ensure the Red aspect is most visible.
7. The detaching and leaving of wagons or any other type of rolling stock on the bypass line is strictly prohibited without the approval of Arc Infrastructures Head of Operations and Customer Management.
8. Extreme care must be exercised in the event of it being necessary to operate the motorised points by use of the crank handle to ensure that all points required for the passage of Rail Traffic are correctly aligned, i.e. standard or narrow gauge as the case may be for whichever gauge Rail Traffic the points are required. Special attention must be given to the movable “K” blades as it may be necessary to hand operate several point machines to set the required gauge correctly. The crank handle for the points at each end of the bypass line is located in the Annexe to the Relay Room adjacent to the points.
9. When Rail Traffic is required to shunt at this station the following procedure is to be observed: Eastern Control must be made fully aware of what is required and must not alter signals and points until advised by the person in charge of the shunting that it is safe to do so.
10. Up Refuge Siding (Switchlock controlled)
10.1 When it is necessary to shunt the Up refuge siding at Toodyay West the release of No.8 switchlock is obtained from Eastern Control in the normal manner and the small handle turned completely to the left. No.1 lever (facing point lock) must then be replaced in the frame and levers No.2 (main line facing points) , No.3 (movable “K” blades and catch point) and No.1 pulled over in that order. When shunting is completed and all is clear, levers No.1, 3 and 2 must be replaced in the frame and No.1 lever pulled over. The small handle in the switchlock must be turned completely over to the right, the switchlock secured and Eastern Control advised.
INSTRUCTIONS FOR LOCOMOTIVE RUN ROUND TOODYAY WEST
1. The Rail Traffic is to be admitted to the bi-directional loop and brought to a stand.
2. For shunt movements onto the Down Main the Network Control will confirm there is no Rail Traffic between Moondyne and Toodyay West, ensure Controlled Absolute signals 10 RA/B at Moondyne are set to STOP with Blocking Facilities applied to ‘F’ Track Moondyne.
3. For shunt movements onto the Up Main the Network Control will confirm there is no Rail Traffic between Avon Yard and Toodyay West, ensure Controlled Absolute signals 10, 8 , 6 and 4 at Avon Yard is set to STOP with Blocking Facilities applied to ‘CR’ Track, advise Central Control accordingly.
4. The locomotive is to be detached from the Rail Traffic in the normal manner.
5. The Eastern Controller is to set and lock the bi-directional loop to main points in the Reverse position for a movement of the locomotive on to the main line in the Wrong Running Direction.
6. The Eastern Controller shall Issue an Alternative Movement Authority for the Shunt move onto the Main in the Wrong Running Direction.
7. The Rail Traffic Crew must check that the points are correctly set for the movement of the locomotive from the bi-directional loop to the main line in the Wrong Running Direction and advise the Eastern Controller and request permission to pass 4LB / 24RB signal.
8. When the Locomotive is standing at 2R Down Signal or 26L Up Signal the remaining Shunt movement will be completed on signal indications to the opposite end of the bi-directional loop and attach to Consist. | 1536 | 89 |
| TOODYAY | TOODYAY | A Passenger stopping place only, with high level platform provided. | 0 | 93 |
| AVON YARD | CROSSING LOOP 2079 METRES | AVON YARD
1. This is the junction of the dual gauge double line from Forrestfield, narrow gauge single line to Albany (Great Southern Railway), narrow gauge single line to McLevie (Northern Railway) and the standard gauge single line to Kalgoorlie (Eastern Goldfields Railway), and is a Train Order Station for the Receipt of Train Orders for the Northern Railway and Great Southern Railway.
2. Rules of Operation
2.1 The Great Southern Railway is operated under the Rules applicable to the Train Order Working from Avon Yard to Albany.
2.2 The Northern Railway is operated under the Rules applicable to Train Order Working between Avon Yard and McLevie.
2.3 The Eastern Goldfields Railway is operated under the Rules applicable to Centralised Traffic Control.
3. The signalling and interlocking is operated by the Central Network Controller.
4. Crank handles for manual operation of the points in the event of a failure of the power operated points are located in locked cabinets adjacent to the points to which they apply. Each cabinet is clearly marked with the relevant number of the points. In the event of a points failure, extreme care is necessary to ensure that the correct crank handle is withdrawn for the manual operation of the points.
5. When Alternative Movement Authoirties are to be issued on the standard gauge the Network Controller must not place 64, 61b or 63b signals at proceed from or to the GSR branch until the portion of the track between No.65 and 68 signal is clear of all standard gauge movements.
6. In the event of a failure of the standard gauge signalling and it is necessary for standard gauge Rail Traffic to proceed from Avon Yard to Seabrook or on arrival from Seabrook the Rail Traffic Crew must not proceed over the diamond crossing leading to the Great Southern Railway until assured by the Central Controller that there is no opposing Rail Traffic movement in the narrow gauge Avon Yard - Spring Hill section. Similarly in the event of a failure of the narrow gauge signalling and it is necessary for narrow gauge Rail Traffic to proceed from Avon Yard to Spring Hill or on arrival from Spring Hill the Rail Traffic Crew must not proceed over the diamond crossing leading to the Eastern Goldfields Railway until assured by the Central Controller that there is no opposing Rail Traffic movement in the standard gauge Avon Yard - Seabrook section.
7. Access to or from the SG Yard may be made using any of the Switchlocks 210, 211 or 212 on the SG Loop. Operation of these switch locks is generally as per Procedure 9024 section 3.1 Operation of Switchlocks of the Network Safeworking Rules and Procedures.
8. Access to the SG Yard from Switchlock 212 at the Eastern end of the SG Loop may additionally be accessed via a proceed movement from signal 40, as perProcedure 9024 section 3.1 Operation of Switchlocks.
9. A temporary Stop sign has been installed adjacent to the SG Loop approximately 120 metres on the upside of No. 210 switchlock that reads "STOP Do Not Proceed Without Permission From Control”, this applies to all Up movements on the Loop.
AVON YARD ACCESS ROAD LEVEL CROSSING (FL222)
1. Flashing light warning signals and two manual push buttons for shunting movements are provided at this level crossing.
2. For Down Rail Traffic from the main line, loop or CBH siding the flashing light warning signals will commence to operate provided No.45, 43 or 47 Down Directing Signal is at "Proceed".
3. In the event of Down Rail Traffic being stopped at either No.45, 43 or 47 Down Controlled Absolute Signal, the flashing light warning signals will commence to operate immediately the signal has been placed to "Proceed".
4. In the event of it being necessary to authorise Rail Traffic Crews to pass No.43, 45 or 47 Down Controlled Absolute Signals at the STOP aspect, due to a signal failure or other cause, definite instructions must be given by the Controller to the Rail Traffic Crew not to proceed over the Avon Yard Access Road until satisfied that the flashing light warning signals are operating correctly. To ensure this, it will be necessary for the Rail Traffic Crew, on being authorised to pass the signal at STOP, to move forward until the leading end of the Rail Traffic has passed the signal and then again stop to allow sufficient time for the flashing light warning signals to operate and road vehicles to have stopped. | 2079 | 115 |
| NORTHAM | NORTHAM | NORTHAM
A Passenger stopping place only, with a High Level Platform for Prospector Railcars are situated at the Main Line.
FITZGERALD STREET LEVEL CROSSING (BG174)
1. Flashing light warning signals, bells and half boomgates are provided at this level crossing.
2. The Narrow Gauge main line from Avon Yard to Goomalling and the Standard Gauge main line from Avon Yard to Kalgoorlie are separate lines over this level crossing.
3. For Narrow Gauge Down Rail Traffic the flashing light warning signals, bells and half boomgates will commence to operate provided No.71 Down Controlled Absolute Signal is at "Proceed".
4. For Standard Gauge Down Rail Traffic the flashing light warning signals, bells and half boomgates will commence to operate provided No.73 Down Controlled Absolute Signal is at "Proceed".
5. For Narrow Gauge up Rail Traffic the flashing light warning signals, bells and half boomgates will commence to operate provided No.72 Up Controlled Absolute Signal is at "Proceed".
6. For Standard Gauge Up Rail Traffic the flashing light warning signals, bells and half boomgates will commence to operate provided No.74 Up Controlled Absolute Signal is at "Proceed".
7. In the event of it being necessary to authorise Rail Traffic to pass No.71 Down Controlled Absolute, No.73 Down Controlled Absolute, No.72 Up Controlled Absolute or No.74 Up Controlled Absolute Signals at the STOP aspect, due to a signal failure or other cause, definite instructions must be given by the Network Controller to the Rail Traffic Crew not to proceed over the Fitzgerald Street Level Crossing until satisfied the boomgates are properly lowered. To ensure this, it will be necessary for the Rail Traffic Crew, on being authorised to pass the signal at STOP, to move forward until the leading end of the Rail Traffic has passed the signal and then again stop to allow sufficient time for the boomgates to be lowered. | 0 | 120 |
| SEABROOK | CROSSING LOOP 1542 MTRS. | SEABROOK
1. A crossing loop only is provided at this station.
2. There are no telephone communication available from the traffic annex at this location.
YILGARN AVENUE LEVEL CROSSING (BG151)
1. Flashing light warning signals, bells and half boomgates are provided at this level crossing.
2. For Up Rail Traffic from Seabrook the flashing light warning signals, bells and half boomgates will commence to operate provided No.2LA or No.2LB Up Departure Signal is at “Proceed”.
3. For Up Rail Traffic from Goomalling the flashing light warning signals, bells and half boomgates will commence to operate provided No.78 Up Controlled Absolute Signal is at “Proceed”.
4. In the event of it being necessary to authorise Rail Traffic to pass No.2LA or No.2LB Up Departure Signal at Seabrook or No.78 Up Controlled Absolute Signal from Goomalling at the STOP aspect, due to a signal failure or other cause, definite instructions must be given by the Network Controller to the Rail Traffic Crew not to proceed over the Yilgarn Avenue Level Crossing until satisfied the boomgates are properly lowered. To ensure this, it will be necessary for the Rail Traffic Crew, on being authorised to pass the signal at STOP, to move forward until the leading end of the Rail Traffic has passed the signal and then again stop to allow sufficient time for the boomgates to be lowered. | 1542 | 123 |
| GRASS VALLEY | CROSSING LOOP 1843 METRES. Out Of Gauge Detector KM Post: 140.800 | GRASS VALLEY
1. A crossing loop is provided.
2. Access to the station yard and sidings is available at each end of the crossing loop, the points being switchlock controlled, the Network Controller releasing the switchlock as required.
3. Whenever it is necessary for Rail Traffic to enter the yard and terminate, the Rail Traffic must be admitted to the loop within the Departure Signals. The person in charge of the shunting movement must then contact the Network Controller and request the release of the switchlock.
4. A dead end refuge siding is provided at both the east and west ends with access from the CBH Siding.
DEMPSTER’S No. 1 LEVEL CROSSING (FL566)
1. Flashing light warning signals are provided at this level crossing.
2. For Down Rail Traffic the flashing light warning signals will commence to operate provided No.2RA or No.2RB Down Controlled Absolute Signal is at “Proceed”.
3. In the event of it being necessary to authorise Rail Traffic to pass No.2RA or No.2RB Down Controlled Absolute Signal at Grass Valley at the STOP aspect, due to a signal failure or other cause, definite instructions must be given by the Network Controller to the Rail Traffic Crew not to proceed over the Dempster’s No. 1 Level Crossing until satisfied the flashing light warning signals are operating correctly. To ensure this, it will be necessary for the Rail Traffic Crew, on being authorised to pass the signal at STOP, to move forward until the leading end of the Rail Traffic has passed the signal and then again stop to allow sufficient time for the flashing light warning signals to operate and road vehicles to have stopped. | 1843 | 132 |
| MECKERING | CROSSING LOOP 1826 MTRS. | MECKERING
1. A crossing loop and yard are provided.
2. Access to the yard is available at each end of the crossing loop, the points being switchlock controlled the Network Controller releasing the switchlock as required.
3. Whenever it is necessary for Rail Traffic to enter the yard and terminate, the Rail Traffic must be admitted to the loop within the Departure signals. The Competent Worker in charge of the shunting movement must then contact the Network Controller and request the release of switchlock.
4. A dead end refuge siding is provided at the eastern end with access from the CBH Siding.
5. Passenger High Level Platform for Prospector Railcars are situated on the Main Line Outside Station Limits. | 1826 | 153 |
| CUNDERDIN | CROSSING LOOP 1957 METRES. ARRIVAL ROAD 920 MTRS. | CUNDERDIN
1. A crossing loop and yard are provided.
2. Access to the Arrival Road and yard is available at each end of the crossing loop, the points being switchlock controlled, the Network Controller releasing the switchlock as required.
3. Whenever it is necessary for Rail Traffic to enter the yard and terminate, the Rail Traffic must be admitted to the loop within the Departure signals. The Competent Worker in charge of the shunting movement must then contact the Network Controller and request the release of switchlock.
4. Passenger High Level Platform for Prospector Railcars are situated at the Main Line
BAXTER ROAD LEVEL CROSSING (FL243)
1. Flashing light warning signals are provided at this level crossing.
2. For Down Rail Traffic the flashing light warning signals will commence to operate provided No.2R Down Controlled Absolute Signal is at "Proceed".
3. For Up Rail Traffic the flashing light warning signals will commence to operate provided No.2LA or 2LB Up Departure Signal is at "proceed".
4. In the event of it being necessary to authorise Rail Traffic to pass No.2R Down Controlled Absolute or No.2LA or 2LB Up Departure Signals at the STOP aspect, due to a signal failure or other cause, definite instructions must be given by the Network Controller to the Rail Traffic Crew not to proceed over the Baxter Road Level Crossing until satisfied that the flashing light warning signals are operating correctly. To ensure this, it will be necessary for the Rail Traffic Crew, on being authorised to pass the signal at STOP, to move forward until the leading end of the Rail Traffic has passed the signal and then again stop to allow sufficient time for the flashing light warning signals to operate and road vehicles to have stopped.
RAILWAY ROAD EAST LEVEL CROSSING (FL356)
1. Flashing light warning signals are provided at this level crossing.
2. For Down Rail Traffic the flashing light warning signals will commence to operate provided No.10RA or No.10RB Down Departure Signal is at "Proceed".
3. In the event of it being necessary to authorise Rail Traffic to pass No.10RA or 10RB Down Departure Signals at the STOP aspect, due to a signal failure or other cause, definite instructions must be given by the Network Controller to the Rail Traffic Crew not to proceed over the Main Street Level Crossing until satisfied that the flashing light warning signals are operating correctly. To ensure this, it will be necessary for the Rail Traffic Crew, on being authorised to pass the signal at STOP, to move forward until the leading end of the Rail Traffic has passed the signal and then again stop to allow sufficient time for the flashing light warning signals to operate and road vehicles to have stopped. | 1957 | 178 |
| TAMMIN | CROSSING LOOP 2100 MTRS. ARRIVAL ROAD 850 MTRS . LOOP INSIDE 4LA-10-RB 1060 MTRS . | TAMMIN
1. A crossing loop, arrival Road and sidings are provided at this station.
2. Access to the station yard and sidings is available only from the Eastern end of the arrival line the points being switchlock controlled; the Network Controller releasing the switchlock as required.
3. A Train Acceptance Plunger is provided adjacent to No 5B switchlock, to be used when it is necessary for Rail Traffic or shunt movement to be admitted to the siding through the switchlocked points.
4. The CBH siding is an extension of the eastern end of the Arrival road.
5. When it is necessary for Up Rail Traffic to enter the siding through the switchlocked points, the Competent Worker in charge of the shunting must request the release of the switchlock from the Network Controller, open the switchlock door and lift the handle in the switchlock to the position indicated in the switchlock.
On observing that the switchlock is “unlocked” move the handle to the extreme left and reverse the switchlock points for the Rail Traffic to enter the yard. The Competent Worker in charge must of the shunting must ascertain from the Network Controller that the Main Line points are set towards the Arrival Line, then turn the handle in the switchlock to the extreme right, close and secure the switchlock door, press the button on the side of the switchlock door and keep the button depressed until the first portion of the Rail Traffic has passed 10LC shunt signal.
NOTE: A time delay has been imposed on the aspect of 10LC Shunt Signal to provide full flashing light warning at the level crossing, the button must be kept depressed and not released until the first portion of the Rail Traffic has moved past the signal.
6. When the Rail Traffic has entered the siding and is clear of the switchlocked catch point, the switchlock door is then re-opened, handle turned to the left, switchlocked points restored to normal, the small handle again turned to the right, switchlock door closed and padlocked and Network Controller advised accordingly.
7. Whenever it is necessary for Rail Traffic to enter the siding and terminate, the Rail Traffic must be admitted to the Arrival road within the Departure signals. The Competent Worker in charge of the shunting must then contact the Network Controller and request the release of switchlock.
Note: The length of standing room in the Dead End (Refuge) is 173 metres from the clearance marker.
8. Passenger High Level Platform for Prospector Railcars are situated on the Main Line Outside Station Limits.
GREAT EASTERN HIGHWAY - BARRACK STREET ACCESS LEVEL CROSSING (BG618)
1. Flashing light warning signals, bells and half boomgates are provided at this level crossing.
2. For Down Rail the flashing light warning signals, bells and half boomgates will commence to operate provided No.2RA or No.2RB Down Controlled Absolute Signal are at “Proceed”.
3. In the event of it being necessary to authorise Rail Traffic to pass No.2RA or No.2RB Down Controlled Absolute Signal at Tammin due to a signal failure or other cause, definite instructions must be given by the Network Controller to the Rail Traffic Crew not to proceed over the Great Eastern Highway - Barrack Street Access Level Crossing until satisfied the boomgates are properly lowered. To ensure this, it will be necessary for the Rail Traffic Crew, on being authorised to pass the signal at STOP, to move forward until the leading end of the Rail Traffic has passed the signal and then again stop to allow sufficient time for the boomgates to be lowered.
STATION STREET LEVEL CROSSING (NO. 242)
1. Flashing light warning signals, bells and half boomgates are provided at this level crossing.
2. For Down Rail Traffic proceeding via the Main line, Loop or Arrival siding the flashing light warning signals, bells and half boomgates will commence to operate provided No.10RA, 10RB or 10RC Down Departure Signals as the case may be are at “Proceed”.
3. For Down Rail Traffic departing from the “Arrival” siding the speed of the Rail Traffic must not exceed 6km/h until the level crossing is reached.
4. For Up Rail Traffic the flashing light warning signals, bells and half boomgates will commence to operate provided No.10L Controlled Absolute Signal is at “Proceed”.
5. Shunting movements to and from C.B.H. must not exceed 6 kph until the level crossing has been reached.
6. In the event of it being necessary to authorise Rail Traffic to pass No.10L Up Controlled Absolute Signal or No.10RA, 10RB or 10RC Down Departure Signal at the STOP aspect, due to a signal failure or other cause, definite instructions must be given by the Network Controller to the Rail Traffic Crew not to proceed over the Station Street Level Crossing until satisfied that the boomgates are properly lowered. To ensure this, it will be necessary for the Rail Traffic Crew, on being authorised to pass the signal at STOP, to move forward until the leading end of the Rail Traffic has passed the signal and then again stop to allow sufficient time for the boomgates to lower. | 2100 | 201 |
| BUNGULLA | CROSSING LOOP 1847 METRES, MAIN LINE STANDING ROOM IS 1841 METRES. | BUNGULLA
1. A crossing loop is provided at this station.
| 1847 | 214 |
| KELLERBERRIN | CROSSING LOOP 1852 METRES MAIN LINE STANDING ROOM 1851 METRES. | KELLERBERRIN
1. A crossing loop and yard are provided.
2. Access to the yard is available at each end of the crossing loop, the points being switchlock controlled; the Network Controller releasing the switchlock as required.
3. When it is necessary to admit Down or Up Rail Traffic to the Yard, the following procedure is to be adopted:-
4.1 The Competent Worker in charge of the shunting, upon "Release" by the Network Controller of the relevant switchlock Nos.5A or 5B, as the case may be, and upon opening the switchlock door, must lift the small handle to the required position as indicated in the switchlock.
4.2 When the "Unlocked" indication is exhibited in the switchlock, the small handle is then moved completely over to the left position.
4.3 The switchlocked points are then set from the loop to the yard, the small handle returned to the right position and the switchlock door closed and secured.
4.4 Upon ascertaining from the Network Controller that the main line points have been set for the loop for the Rail Traffic movement about to be made, the release button located on the side of the switchlock is then depressed and is kept in the depressed position until the first portion of the Rail Traffic has passed the relevant Shunt Signal No.2RC or 10LC as the circumstances require.
4.5 When the Rail Traffic has entered the yard and is clear of the switchlocked points, the points and switchlock are then restored to normal and the Network Controller advised.
5. Whenever it is necessary for Rail Traffic to enter the yard and terminate, the Rail Traffic must be admitted to the loop within the Departure signals. The Competent Worker in charge of the shunting must then contact the Network Controller and request the release of the switchlock.
6. Passenger High Level Platform for Prospector Railcars are situated on the Main Line Outside Station Limits.
GREAT EASTERN HIGHWAY LEVEL CROSSING (BG185)
1. Flashing light warning signals, bells and half boomgates with Predictor are provided at this level crossing.
WEST CROSSING ROAD LEVEL CROSSING (BG134)
1. Flashing light warning signals, bells and half boomgates with Predictor are provided at this level crossing.
EAST CROSSING ROAD LEVEL CROSSING (BG133)
1. Flashing light warning signals, bells and half boomgates are provided at this level crossing.
2. For Down Rail Traffic the flashing light warning signals will commence to operate provided No.2R Down Controlled Absolute Signal is at "Proceed".
3. For Up Rail Traffic the flashing light warning signals will commence to operate provided No.2LA or 2LB Up Departure Signal is at "Proceed".
4. In the event of it being necessary to authorise Rail Traffic to pass No.2R Down Controlled Absolute Signal or No.2LA or 2LB Up Departure Signal at the STOP aspect, due to a signal failure or other cause, definite instructions must be given by the Network Controller to the Rail Traffic Crew not to proceed over the East Crossing level crossing until satisfied that the half boomgates are properly lowered. To ensure this, it will be necessary for the Rail Traffic Crew, on being authorised to pass the signal at STOP, to move forward until the leading end of the Rail Traffic has passed the signal and then again stop to allow sufficient time for the boomgates to lower.
STEELWELD ROAD LEVEL CROSSING (FL379)
1. Flashing light warning signals are provided at this level crossing.
2. For Down Rail Traffic from Main Line the flashing light warning signals will commence to operate provided No.10RA Down Departure Signal is at “Proceed”.
3. In the event of it being necessary to authorise Rail Traffic to pass No.10RA Down Departure Signal at Kellerberrin at the STOP aspect, due to a signal failure or other cause, definite instructions must be given by the Network Controller to the Rail Traffic Crew not to proceed over the Steelweld Road Level Crossing until satisfied the flashing light warning signals are operating correctly. To ensure this, it will be necessary for the Rail Traffic Crew, on being authorised to pass the signal at STOP, to move forward until the leading end of the Rail Traffic has passed the signal and then again stop to allow sufficient time for the flashing light warning signals to operate and road vehicles to have stopped. | 1852 | 228 |
| DOODLAKINE | CROSSING LOOP 1857 METRES, MAIN LINE STANDING ROOM 1855 METRES. | DOODLAKINE
1. A crossing loopand Yard are provided.
2. Access to the yard is available at each end of the crossing loop, the points being switchlock controlled; the Network Controller releasing the switchlock as required.
3. Whenever it is necessary for Rail Traffic to enter the yard and terminate, the Rail Traffic must be admitted to the loop within the Departure signals. The Competent Worker in charge of the shunting must then contact the Network Controller and request the release of the switchlock.
4. A refuge siding is provided at the west end of the yard with access from the CBH siding.
5. Passenger High Level Platform for Prospector Railcars are situated on the Main Line Outside Station Limits.
MATHER ROAD LEVEL CROSSING (FL236)
1. Flashing light warning signals are provided at this level crossing.
2. For Down Rail Traffic the flashing light warning signals will commence to operate provided No.10RA or 10 RB Down Departure Signal is at “Proceed”.
3. For Up Rail Traffic the flashing light warning signals will commence to operate provided No 10LA or 10LB Up Controlled Absolute signal is at proceed.
4. In the event of it being necessary to authorise Rail Traffic to pass No.10RA, 10RB Down Departure Signal or 10LA, 10 LB Controlled Absolute Signal at the STOP aspect, due to a signal failure or other cause, definite instructions must be given by the Network Controller to the Rail Traffic Crew not to proceed over the Mather Road Level Crossing until satisfied that the flashing light warning signals are operating correctly. To ensure this, it will be necessary for the Rail Traffic Crew, on being authorised to pass the signal at STOP, to move forward until the leading end of the Rail Traffic has passed the signal and then again stop to allow sufficient time for the flashing light warning signals to operate and road vehicles to have stopped. | 1857 | 244 |
| HINES HILL | CROSSING LOOP 2303 METRES. | HINES HILL
1. A crossing loop and yard are provided.
2. Access to the yard and sidings is available at each end of the crossing loop, the points being switchlock controlled; the Network Controller releasing the switchlock as required.
3. Whenever it is necessary for Rail Traffic to enter the yard and terminate, the Rail Traffic must be admitted to the loop within the Departure signals. The person in charge of the shunting must then contact the Network Controller and request the release of the switchlock.
4. A refuge siding is provided at the eastern end of the yard with access from the CBH siding.
5. Passenger High Level Platform for Prospector Railcars are situated on the Main Line.
NORTH ROAD LEVEL CROSSING (FL244)
1. Flashing light warning signals are provided at this level crossing.
2. For Down Rail Traffic the flashing light warning signals provided No.2R Down Controlled Absolute Signal is at "Proceed".
3. For Up Rail Traffic the flashing light warning signals will commence to operate provided No.2LA or 2LB Up Departure Signal is at "Proceed".
4. In the event of it being necessary to authorise Rail Traffic to pass No.2LA or 2LB Up Departure or No.2R Down Controlled Absolute Signal at the STOP aspect, due to a signal failure or other cause, definite instructions must be given by the Network Controller to the Rail Traffic Crew not to proceed over the Hines Hill North Road Level Crossing until satisfied that the flashing light warning signals are operating correctly. To ensure this, it will be necessary for the Rail Traffic Crew, on being authorised to pass the signal at STOP, to move forward until the leading end of the Rail Traffic has passed the signal and then again stop to allow sufficient time for the flashing light warning signals to operate and road vehicles to have stopped. | 2303 | 264 |
| WEST MERREDIN | CROSSING LOOP 2159 MTRS. | WEST MERREDIN
1. This Station is a sub location of, and within the Station Limits of, Merredin.
2. This is the junction for the narrow gauge lines to Wyalkatchem and Narrogin via Kondinin and Bruce Rock.
3. The signalling and interlocking is operated by the EGR Network Controller situated at Midland.
4. Station Limits signs are erected 420 metres from the Great Eastern Highway level crossing for Rail Traffic approaching from Bruce Rock.
5. A Train Order Crossing Station indicator sign is erected approximately 500 metres from the Station Limits signs.
6. Notice Signs are erected to indicate the Commencement and end of Train Order Territory as follows:-
a. Adjacent to the Station Limits sign for the Bruce Rock branch line.
B. Adjacent to No.132 Up Controlled Absolute Signal for the Kondinin branch line.
C. Adjacent to No.120 Up Controlled Absolute Signal for the Wyalkatchem branch line.
7. The stowing of vehicles on the narrow gauge shunting neck beyond the catch point at the east end of the yard is prohibited unless approved by Arc Infrastructure’s Head of Operations and Customer Management.
8. Standing room - Crossing Loop.
A. Standing room is available between Departure Signal No. 104 and Down Controlled Absolute Signal No. 111 of 1535 metres.
B. Standing room is available between Up Directing Signal No. 114 and Down Departure Signal No.127 of 518 metres.
C. Overall Crossing loop standing room is 2159 metres.
9. When two over length Rail Traffic is required to cross at West Merredin, the Up Rail Traffic must be admitted to the main line first. The Down Rail Traffic must be held at the Down Controlled Absolute Signal No. 101 until the opposing (Up) Rail Traffic has arrived complete on the main line. The Down Rail Traffic can then enter the loop.
10. In the event that sufficient time is available to admit the Down Rail Traffic to the main line prior to the opposing (Up) Rail Traffic arriving at Merredin station, then the Down Rail Traffic can be admitted to the main line first.
11. If Down over length Rail Traffic is admitted to the Crossing Loop and stops with portions of the Rail Traffic between Down Controlled Absolute Signal No.111 and Down Departure Signal No.127, it will not be possible to place to Proceed Up Signals for the passage of the Up Rail Traffic from Merredin to West Merredin.
12. If Up over length Rail Traffic is admitted to the Crossing Loop and stops with the rear portion of the Rail Traffic between Up Controlled Absolute Signal No.114 and Down Controlled Absolute Signal No.111, it will not be possible for Rail Traffic to be admitted to or depart from the main line, or to be admitted to or depart from the yard.
CROOKS ROAD LEVEL CROSSING (FL378)
1. Flashing light warning signals are provided at this level crossing.
2. For Up Rail Traffic the flashing light warning signals will commence to operate provided No.102, No.104 or No.106 Up Departure Signal is at "Proceed".
3. Every effort should be made to prevent Rail Traffic standing at Down Controlled Absolute Signal No.101 due to the close proximity of the level crossing to the Signal.
4. In the event of it being necessary to authorise Rail Traffic to pass No.102, 104 or 106 Up Departure at the STOP aspect, due to a signal failure or other cause, definite instructions must be given by the Network Controller to the Rail Traffic Crew not to proceed over the Crooks Road Level Crossing until satisfied that the flashing light warning signals are operating correctly. To ensure this, it will be necessary for the Rail Traffic Crew, on being authorised to pass the signal at STOP, to move forward until the leading end of Rail Traffic has passed the signal and then again stop to allow sufficient time for the flashing light warning signals to operate and the road vehicles to have stopped.
WEST MERREDIN-KONDININ LINE, WEST MERREDIN TO CORRIGIN LINE AND CORRIGIN TO BULLARING SECTION
These sections are Non Operational.
GAMENYA AVENUE LEVEL CROSSING (FL230)
1. Flashing light warning signals are provided at this level crossing.
2. The West Merredin - Wyalkatchem Narrow Gauge Main passes through this level crossing.
3. For Up Narrow Gauge Rail Traffic the flashing light warning signals will commence to operate provided No.131A or No.133A Up Controlled Absolute Signal is at "Proceed".
4. For Down Narrow Gauge Rail Traffic the flashing light warning signals will commence to operate provided No.120 Down Controlled Absolute Signal is at "Proceed".
NUNGARIN ROAD LEVEL CROSSING (FL220)
1. Flashing light warning signals are provided at this level crossing.
2. For Down Rail Traffic the flashing light warning signals will commence to operate provided No.D80 Down Controlled Absolute Signal is at "Proceed".
3. In the event of it being necessary to authorise Rail Traffic to pass No.D180 Down Controlled Absolute Signal at the STOP aspect, due to a signal failure or other cause, definite instructions must be given by the Network Controller to the Rail Traffic Crew not to proceed over the Railway Avenue level crossing until satisfied that the flashing light warning signals are operating correctly. To ensure this, it will be necessary for the Rail traffic Crew, on being authorised to pass the signal at STOP, to move forward until the leading end of the Rail Traffic has passed the signal and then again stop to allow sufficient time for the flashing light warning signals to operate and road vehicles to have stopped. | 2159 | 282 |
| MERREDIN | CROSSING LOOP 555 MTRS. | MERREDIN
1. The Standard Gauge crossing loop is provided with a high level passenger platform. All non-passenger services MUST AVOID the loop.
2. Passenger High Level Platforms for Prospector Railcars are situated on the Main and Loop.
BARRACK STREET LEVEL CROSSING (BG60)
1. Flashing light warning signals, bells and half boomgates are provided at this level crossing.
2. For a Down Standard Gauge Rail Traffic the flashing light warning signals will commence to operate provided No.141 Down Controlled Absolute Signal is at "Proceed".
3. For an Up Standard Gauge Rail Traffic the flashing light warning signals will commence to operate provided No.142, No.144 Up Controlled Absolute Signal is at "Proceed".
4. In the event of it being necessary to authorise Rail Traffic to pass No.141 Down Controlled Absolute Signal or No.142, No.144 Up Controlled Absolute Signal at the STOP aspect, due to a signal failure or other cause, definite instructions must be given by the Network Controller to the rail Traffic Crew not to proceed over the Barrack Street Level Crossing until satisfied the boomgates are properly lowered. To ensure this, it will be necessary for the Rail Traffic Crew, on being authorised to pass the signal at STOP, to move forward until the leading end of the Rail Traffic has passed the signal and then again stop to allow sufficient time for the boomgates to be lowered.
MARY STREET LEVEL CROSSING (BG 344)
1. Flashing light warning signals, bells and half boomgates are provided at this level crossing.
2. For a Down Standard Gauge Rail Traffic the flashing light warning signals will commence to operate provided No.151 or 153 Down Departure Signals are at "Proceed".
3. For an Up Standard Gauge Rail Traffic the flashing light signals will commence to operate provided No.154 Up Controlled Absolute Signal is at "Proceed".
4. In the event of it being necessary to authorise Rail Traffic to pass No.154 Up Controlled Absolute Signal or No.151, No.153 Down Departure Signal at the STOP aspect, due to a signal failure or other cause, definite instructions must be given by the Network Controller to the rail Traffic Crew not to proceed over the Mary Street Level Crossing until satisfied the boomgates are properly lowered. To ensure this, it will be necessary for the Rail Traffic Crew, on being authorised to pass the signal at STOP, to move forward until the leading end of the Rail Traffic has passed the signal and then again stop to allow sufficient time for the boomgates to be lowered. | 555 | 284 |
| BOORAAN | CROSSING LOOP 1453 METRES. |
BOORAAN
1. A crossing loop only is provided at this station.
NORTH ROAD LEVEL CROSSING (FL 253)
1. Flashing light warning signals are provided at this level crossing.
2. For Down Rail Traffic the flashing light warning signals will commence to operate provided No.10RA or No. 10RB Down Departure Signal is at "Proceed".
3. For Up Rail Traffic the flashing light warning signals will commence to operate provided No. 10LA or No. 10LB up Controlled Absolute Signal is at "Proceed".
4. In the event of it being necessary to authorise Rail Traffic to pass No.10RA or No. 10RB Down Departure signal or No. 10LA or No. 10LB Controlled Absolute Signal at the STOP aspect, due to a signal failure or other cause, definite instructions must be given by the Network Controller to the Rail Traffic Crew not to proceed over the North Road level crossing until satisfied that the flashing light warning signals are operating correctly. To ensure this, it will be necessary for the Rail Traffic Crew, on being authorised to pass the signal at STOP, to move forward until the leading end of the Rail Traffic has passed the signal and then again stop to allow sufficient time for the flashing light warning signals to operate and road vehicles to have stopped. | 1453 | 298 |
| BURRACOPPIN | CROSSING LOOP 1856 METRES. | BURRACOPPIN
1. A crossing loop is provided at this station.
2. Access to the yard is available at each end of the crossing loop via switchlock controlled points released by the Network Controller.
3. Whenever it is necessary for Rail Traffic to enter the yard and terminate, the Rail Traffic must be admitted to the loop within the Departure signals. The Competent Worker in charge of the shunting must then contact the Network Controller and request the release of the switchlock.
4. A refuge siding is provided at the eastern end accessed from the CBH siding.
5. Whenever there is a planned passenger stop for Burracoppin the crossing loop must be kept free to allow the passengers clear access to the Passenger platform via the designated walkway.
6. When a crossing planned, the opposing Rail Traffic must be held at the first Controlled Absolute signal while the passengers are entrained or detrained. When advised by the Prospector Rail Traffic Crew that passenger movements have been completed, the opposing Rail Traffic can be signalled through the Loop to effect the crossing.
7. Passenger High Level Platform for Prospector Railcars are situated at the Main Line.
BURRACOPPIN-CAMPION ROAD LEVEL CROSSING (FL 254)
1. Flashing light warning signals are provided at this level crossing.
2. For Down Rail Traffic the flashing light warning signals will commence to operate provided No.2R Down Controlled Absolute Signal is at "Proceed".
3. For Up Rail Traffic the flashing light warning signals will commence to operate provided No.2LA or No. 2LB Up Departure Signal is at "Proceed".
4. In the event of it being necessary to authorise Rail Traffic to pass No.2RA or No. 2RB Down Controlled Absolute Signal or No.2LA or No. 2LB Up Departure Signal at the STOP aspect, due to a signal failure or other cause, definite instructions must be given by the Network Controller to the Rail Traffic Crew not to proceed over the North Road level crossing until satisfied that the flashing light warning signals are operating correctly. To ensure this, it will be necessary for the Rail Traffic Crew, on being authorised to pass the signal at STOP, to move forward until the leading end of the Rail Traffic has passed the signal and then again stop to allow sufficient time for the flashing light warning signals to operate and road vehicles to have stopped. | 1856 | 312 |
| CARRABIN | CROSSING LOOP 1870 METRES. | CARRABIN
1. A crossing loop is provided at this station.
2. Access to the yard is available at each end of the crossing loop via switchlock controlled points released by the Network Controller.
3. Whenever it is necessary for Rail Traffic to enter the yard and terminate, the Rail Traffic must be admitted to the loop within the Departure signals. The Competent Worker in charge of the shunting must then contact the Network Controller and request the release of the switchlock.
4. A refuge siding is provided at the western end accessed from the CBH siding.
5. Passenger High Level Platform for Prospector Railcars is situated on the Loop.
SOUTH ROAD LEVEL CROSSING (FL 255)
1. Flashing light warning signals are provided at this level crossing.
2. For Down Rail Traffic the flashing light warning signals will commence to operate provided No.10RA or No. 10RB Down Departure Signal is at "Proceed".
3. For Up Rail Traffic the flashing light warning signals will commence to operate provided No. 10LA or 10LB Up Controlled Absolute signal is at "Proceed".
4. In the event of it being necessary to authorise rail Traffic to pass No.10RA or No. 10RB Down Departure signal or No. 10LA or No.10LB Up Controlled Absolute Signals at the STOP aspect, due to a signal failure or other cause, definite instructions must be given by the Network Controller to the Rail Traffic Crew not to proceed over the South Road level crossing until satisfied that the flashing light warning signals are operating correctly. To ensure this, it will be necessary for the Rail Traffic Crew, on being authorised to pass the signal at STOP, to move forward until the leading end of the Rail Traffic has passed the signal and then again stop to allow sufficient time for the flashing light warning signals to operate and road vehicles to have stopped. | 1870 | 330 |
| BODALLIN | CROOSING LOOP 1909 METRES. |
BODALLIN
1. A crossing loop is provided at this station.
2. Access to the yard is available at each end of the crossing loop via switchlock controlled points released by the Network Controller.
3. Whenever it is necessary for Rail Traffic to enter the yard and terminate, the train must be admitted to the loop within the Departure signals. The Competent Worker in charge of the shunting must then contact the Network Controller and request the release of the switchlock.
4. Passenger High Level Platform for Prospector Railcars are situated at the Main Line.
GREAT EASTERN HIGHWAY LEVEL CROSSING (BG 215)
1. Flashing light warning signals, bells and half boomgates are provided at this level crossing.
2. For Down Rail Traffic the flashing light warning signals, bells and half boomgates will commence to operate provided No.2RA or 2RB Controlled Absolute Signal is at "Proceed".
3. For Up Rail Traffic the flashing light warning signals, bells and half boomgates will commence to operate provided No.2LA or 2LB Departure Signal is at "Proceed".
4. In the event of it being necessary to authorise Rail Traffic to pass No.2RA or 2RB Down Controlled Absolute Signal or No.2LA or 2LB Up Departure Signal at the STOP aspect, due to a signal failure or from any other cause, definite instructions must be given by the Network Controller to the Rail Traffic Crew not to proceed over the Great Eastern Highway level crossing until satisfied that the boomgates are properly lowered. To ensure this, it will be necessary for the Rail Traffic Crew, on being authorised to pass the Signal at STOP, to move forward until the leading end of the Rail Traffic has passed the signal and then again stop to allow sufficient time for the boom gates to be lowered.
BODALLIN SOUTH ROAD LEVEL CROSSING (FL 575)
1. Flashing light warning signals are provided at this level crossing
2. For Down Rail Traffic the flashing light warning signals will commence to operate provided No.10RA or 10RB Departure Signal is at “Proceed”.
3. For Up Rail Traffic the flashing light warning signals will commence to operate provided No.10LA or 10LB Controlled Absolute Signal is at “Proceed”.
4. In the event of it being necessary to authorise Rail Traffic to pass No.10RA or 10RB Departure Signal or No.10LA or 10LB Controlled Absolute Signal at the STOP aspect, due to a signal failure or other cause, definite instructions must be given by the Network Controller to the Rail Traffic Crew not to proceed over the North Road level crossing until satisfied that the flashing light warning signals are operating correctly. To ensure this, it will be necessary for the rail Traffic Crew, on being authorised to pass the signal at STOP, to move forward until the leading end of the rail Traffic has passed the signal and then again stop to allow sufficient time for the flashing light warning signals to operate and road vehicles to have stopped. | 1909 | 354 |
| MOORINE ROCK | CROSSING LOOP 2121 METRES. | MOORINE ROCK
1. A crossing loop is provided at this station.
2. Access to the yard is available at each end of the crossing loop via switchlock controlled points released by the Network Controller.
3. Whenever it is necessary for Rail Traffic to enter the yard and terminate, the Rail Traffic must be admitted to the loop within the Departure signals. The Competent Worker in charge of the shunting must then contact the Network Controller and request the release of the switchlock.
4. Passenger High Level Platform for Prospector Railcars are situated at the Main Line | 2121 | 377 |
| SOUTHERN CROSS | CROSSING LOOP 1877 MTRS. ARRIVAL ROAD 948 METRES. |
SOUTHERN CROSS
1. A crossing loop and arrival road are provided at this station.
2. Special release buttons are provided adjacent to Nos. 5A, 5B and 5C switchlocks and are to be used when it is necessary for Rail Traffic to be admitted to the yard through switchlocked points. The Network Controller must first set the appropriate points for the required movement and then release the switchlock. When this action has taken place the Competent Worker in charge of the shunting must then proceed to the switchlock and open the switchlock door, turn the small handle completely over and operate the switchlock points.
3. After the points have been operated the switchlock handle must be returned to its original position and the door closed and secured. The press button at the switchlock must then be depressed to the place the applicable signal at "PROCEED". The button must be kept depressed until the first portion of the Rail Traffic has passed the signal.
4. After the Rail Traffic has cleared the points the switchlock must be reopened, the small handle turned, points restored to normal, and the handle returned to its normal position after which the switchlock door must be closed, secured and the Network Controller advised accordingly.
5. Passenger High Level Platform for Prospector Railcars are situated on the Loop
BEATON ROAD LEVEL CROSSING (FL 400)
1. Flashing light warning signals are provided at this level crossing.
2. For Down Rail Traffic on the main Line, the flashing light warning signals will commence to operate provided No.10RA Down Departure Signal is at "Proceed".
3. For Down Rail Traffic on the Loop or Arrival Road, the flashing light warning signals will commence to operate provided No.8RA or No. 8RB Down Controlled Absolute Signal and No.10RA or No. 10RB Down Departure Signal is at "Proceed".
4. For Up Rail Traffic the flashing light warning signals will commence to operate provided No.10LA or No. 10LB Up controlled Absolute Signal is at "Proceed".
5. In the event of it being necessary to authorise Rail Traffic to pass No.10RA Down Departure Signal on the Main Line or No.10RB Down Departure Signal on the Loop or 10LA or 10LB Up Controlled Absolute Signal at the STOP aspect, due to a signal failure or other cause, definite instructions must be given by the Network Controller to the Rail Traffic Crew not to proceed over the Beaton Road level crossing until satisfied that the flashing light warning signals are operating correctly. To ensure this, it will be necessary for the Rail Traffic Crew, on being authorised to pass the signal at STOP, to move forward until the leading end of the Rail Traffic has passed the signal and then again stop to allow sufficient time for the flashing light warning signals to operate and road vehicles to have stopped.
BULLFINCH ROAD LEVEL CROSSING (FL 217)
1. Flashing light warning signals are provided at this level crossing.
2. For Up Rail Traffic the flashing light warning signals will commence to operate provided No.12L Up Controlled Absolute Signal is at "Proceed".
3. In the event of it being necessary to authorise Rail Traffic to pass No.12L Up Controlled Absolute Signal at the STOP aspect, due to a signal failure or other cause, definite instructions must be given by the Network Controller to the Rail Traffic Crew not to proceed over the Bullfinch Road level crossing until satisfied that the flashing light warning signals are operating correctly. To ensure this, it will be necessary for the Rail Traffic Crew, on being authorised to pass the signal at STOP, to move forward until the leading end of the Rail Traffic has passed the signal and then again stop to allow sufficient time for the flashing light warning signals to operate and road vehicles to have stopped. | 1877 | 403 |
| LAKE JULIA | CROSSING LOOP 1845 METRES. Out Of Gauge Detector KM Post: 415.300 | LAKE JULIA
1. A crossing loop only is provided at this station. | 1845 | 427 |
| KOOLYANOBBING | CROSSING LOOP 2215 METRES. ARRIVAL ROAD 1352 METRES. THE LOCATION KOOLYANOBBING EAST IS WITHIN STATION LIMITS OF KOOLYANOBBING | KOOLYANOBBING
(455km from East Perth Terminal)
1. A crossing loop and arrival road are provided at this station.
2. Special release buttons are provided adjacent to Nos.5A, 5B and 5C switchlocks to be used when it is necessary for Rail Traffic to be admitted to the yard through the switchlocked points. The Network Controller must first set the appropriate points for the required movement and then release the switchlock. When this action has taken place the Competent Worker in charge of the shunting movement must then proceed to the switchlock and open the switchlock door, turn the handle completely over and operate the switchlock points.
3. After the points have been operated the switchlock handle must be returned to its original position and the door closed and secured. The press button at the switchlock must then be depressed to place the applicable signal at PROCEED. The button must be kept depressed until the first portion of the Rail Traffic has passed the signal.
4. After the Rail Traffic has cleared the points the switchlock must be reopened, the small handle turned, points restored to normal and the handle returned to its normal position after which, the switchlock door must be closed, secured and the Network Controller advised accordingly.
5. Koolyanobbing Balloon Loop (Koolyanobbing East) 458km from East Perth Terminal:
a. The balloon loop services the privately owned iron ore loading facility.
b. The junction is approached in the facing direction by Up Rail Traffic from Beckwith.
c. Under normal working conditions, empty iron ore trains will enter the balloon loop in an anti-clock wise direction.
6. Procedure for rail cleaning of Koolyanobbing Balloon Loop:
a. The Shift Supervisor will call EGR Network Control and advise that rail cleaning is to be carried out and request Blocking to be placed on the balloon loop mainline points.
b. Once Blocking is in place and confirmed, the shift Supervisor will arrange for the train stop signs to be placed in the centre of the track on both the entrance and exit of the rail loop.
c. The Shift Supervisor will arrange for the train stop signs to be removed from the centre of the track on both the entry and exit points of the rail loop.
d. The Shift Supervisor will call EGR Network Control and advise that the rail cleaning has finished, the stop sign has been removed and locking can now be lifted.
7. Passenger High Level Platform for Prospector Railcars are situated at the Main Line.
SOUTHERN CROSS - KOOLYANOBBING ROAD LEVEL CROSSING (FL 261)
1. Flashing light warning signals are provided at this level crossing.
2. For Up Rail Traffic the flashing light warning signals will commence to operate provided No.10LA or No. 10LB Up Controlled Absolute Signal is at “Proceed”.
3. For Down Rail Traffic the flashing light warning signals will commence to operate provided No.10RA, No.10RB or No.10RC Down Controlled Absolute Signal is at “Proceed”.
4. In the event of it being necessary to authorise Rail Traffic to pass No.10RA, No.10RB or No.10RC Down Controlled Absolute Signal or No.10LA or No. 10LB Up Controlled Absolute or No. 10L Shunt Signal at the STOP aspect, due to a signal failure or other cause, definite instructions must be given by the Network Controller to the Rail Traffic Crew not to proceed over the Southern Cross-Koolyanobbing Road level crossing until satisfied that the flashing light warning signals are operating correctly. To ensure this, it will be necessary for the Rail Traffic Crew, on being authorised to pass the signal at STOP, to move forward until the leading end of the Rail Traffic has passed the signal and then again stop to allow sufficient time for the flashing light warning signals to operate and road vehicles to have stopped.
HAUL ROAD LEVEL CROSSING (FL 559)
1. This level crossing has an island track section which is operated by an axle counter. Road-Rail vehicles are not to use this crossing to on or off-track as this will cause an incorrect operation of the axle counter.
2. In the event of a failure of the axle counter the crossing will continue to flash and R track remain occupied until the axle counter section is reset. Operational personnel on-site may reset and restore the axle counter section in conjunction with the Network Controller.
3. The Network Controller must issue a Condition Affecting the Network (CAN) form to any Rail Traffic that is to pass over this level crossing until it the level crossing restored for normal use.
4. The axle counter section is reset using a reset push button with is mounted inside a small box located on the side of the level crossing control case alongside the manual operation switch box. The island track reset box is fitted with a Traffic Standard lock.
5. Where an axle counter reset is required the following procedure must be used: -
a. The Competent Worker carrying out the restoration must contact the Network Controller and confirm that the line between Koolyanobbing and Koolyanobbing East is clear of all rail traffic and that all signals reading into the section are set at Stop.
B. The Competent Worker carrying out the restoration must then request permission from the Network Controller to carry out the reset and restoration of the axle counter.
C. The Network Controller shall then authorise the restoration to proceed.
D. The Competent Worker carrying out the restoration must then visually confirm that the island track section is clear of all rail vehicles then operate the reset push button, holding this in for at least 3 seconds before releasing it.
E. The axle counter will then reset and the crossing flashlights should extinguish. The Competent Worker carrying out the restoration must now visually confirm that the island track section remains clear of all rail traffic and then confirm with the Network Controller that R track has cleared on the train control screen.
F. The Network Controller may now return the section to normal working.
6. Any fault remaining after this procedure has been applied indicates a more serious problem or that the fault is due to other causes and will require attendance by a signalling technician. | 2215 | 455 |
| BECKWITH | CROSSING LOOP: 1850 METRES. | BECKWITH
(470km from East Perth Terminal)
1. A crossing loop is provided at this Station. | 1850 | 470 |
| DARRINE | CROSSING LOOP 1858 METRES. | DARRINE
(491km from East Perth Terminal)
1. A crossing loop and a switchlock controlled refuge siding is provided. | 1858 | 491 |
| JAURDI | CROSSING LOOP 1856 METRES. | JAURDI
(525km from East Perth Terminal)
1. A crossing loop and a switchlock controlled refuge siding is provided. | 1856 | 525 |
| MT WALTON | MT WALTON BALLOON LOOP ONLY | MT WALTON
(534km from East Perth Terminal)
1. A balloon loop is provided to service the iron ore loading facility for Mineral Resources Limited (MRL).
2. The balloon loop can be entered in the Up direction from 10L shunt signal and in the Down direction from 2R Shunt signal.
3. Rail Traffic may depart in either the Up or Down direction.
4. Under normal working conditions empty iron ore Rail Traffic will enter the balloon loop in a clockwise direction.
5. MRL Iron ore service only are permitted to enter the Balloon Loop, other Rail Traffic must be limited to the Main Line. | 0 | 534 |
| WALLAROO | CROSSING LOOP 1856 METRES. | WALLAROO
(562km from East Perth Terminal)
1. A crossing loop and a switchlock controlled refuge siding are provided. | 1856 | 562 |
| STEWART | CROSSING LOOP 1857 MTRS. | STEWART
(587km from East Perth Terminal)
1. A crossing loop and a switchlock controlled refuge siding are provided. | 1857 | 587 |
| BONNIE VALE | CROSSING LOOP 1850 METRES. IN MOTION WEIGHBRIDGE: 626KM POST | BONNIE VALE
(622km from East Perth Terminal)
1. A crossing loop and a switchlock controlled refuge siding are provided.
2. A Passenger High Level Platform for Prospector Railcars is situated on the Main Line.
Coolgardie North Road level crossing
1. Flashing light warning signals are provided at this level crossing.
2. For Up Rail Traffic the flashing light warning signals will commence to operate provided No.10L Up Controlled Absolute Signal is at “Proceed”.
3. For Down Rail Traffic on the main line the flashing light warning signals will commence to operate provided No.10RA Down Controlled Absolute Signal is at “Proceed”.
For Down Rail Traffic on the loop line there is a 20 kph speed restriction, applicable from No.10RB Down Controlled Absolute Signal until the Rail Traffic reaches the Level Crossing.
4. In the event of it being necessary to authorise Rail Traffic to pass No.10L up Controlled Absolute Signal or No.10RA or No. 10RB Down Departure Signals at the STOP aspect, due to a signal failure or other cause, definite instructions must be given by the Network Controller to the Rail Traffic Crew not to proceed over the Kunanalling Road level crossing until satisfied that the flashing light warning signals are operating correctly. To ensure this, it will be necessary for the Rail Traffic Crew, on being authorised to pass the signal at STOP, to move forward until the leading end of the Rail Traffic has passed the signal and then again stop to allow sufficient time for the flashing light warning signals to operate and road vehicles to have stopped.
IN MOTION WEIGHBRIDGE
(626km from East Perth Terminal)
“CLEAR OF WEIGHBRIDGE” signs are erected 1800 metres each side of the Bonnie Vale weighbridge, which is located at the 626 km in the Bonnie Vale to West Kalgoorlie section.
For Rail Traffic heading in the Down direction the sign is located at the 627.800 km. For Rail Traffic heading in the Up direction the sign is located at the 624.200 km.
Description of the signs are:
Rectangular with white lettering on a blue background. | 1850 | 622 |
| BINDULI | Triangle west leg - 1850mtrs / Triangle east leg- 1685mtrs | Triangle west - 1850mtrs / Triangle east - 1685 | 1685 | 645 |
| WEST KALGOORLIE | MAIN 2115 METRES, CROSSING LOOP 2020 METRES AND ARRIVAL ROAD 1672 | WEST KALGOORLIE BYPASS
(645km from East Perth Terminal)
WEST KALGOORLIE
(650km from East Perth Terminal)
This is a sub location of Kalgoorlie.
Binduli Triangle
Binduli Triangle is within Station Limits of Kalgoorlie.
Triangle West leg – 1840 metres.
Triangle East leg – 1685 metres.
1. West Kalgoorlie yard
To ensure safe passage of Rail Traffic departing the Yard from signals 32 or 44, the Rail Traffic Crew, or the Competent Workers directing shunting, must confirm with Network Control that the signal at proceed is for their proposed movement prior to moving beyond the fouling point of converging lines.
2. For Shunting Movements from 44 signal towards BWT track and 50 signal towards BVT track requires the following conditions:
• Network Controller calls the route,
• Tracks in route are clear and not blocked,
• Points are detected in the correct lie and locked,
• Opposing route locks are clear and in route locks effective,
• Red aspect of the corresponding signal proved lit, and
• TAP button of the corresponding signal is pressed.
Note that the TAP button for Signal 44 is positioned adjacent to Signal 50 and vice versa (as indicated on the signalling plan).
3. West Kalgoorlie Industrial Sidings Operational Guidelines
3.1. Overview
3.1.1. To ensure all operators can perform their task safely Arc Infrastructure’s Network Control will ensure single authority for movements to and from the Shunting Neck, Gantry Access and the Industrial Sidings.
Entry to these locations is marked by a sign that states “STOP Do not pass this point without authority from the Network Controller”.
These locations are:
• Shunting Neck from 46 hand points to the dead end;
• Gantry Access from the fouling point of 46 points to the fouling point beyond 48 points; and
• Industrial Siding from the toe of points of 49 points to the dead ends of the Industrial Siding.
3.1.2. All communications with Network Control will be on open channel radio.
3.1.3. Rail Traffic movements into, and track works on, the Shunting Neck, Gantry Access and the Industrial Sidings at West Kalgoorlie must be approved by Network Control.
3.1.4. Track works must be protected in accordance with the Network Safeworking Rules and Procedures.
3.1.5. All intermediate hand points for turnouts off the Industrial siding Access Road, when not being used, must be left set Normal for through movements, this normal setting of points is as shown in the Station Sketch.
3.1.6. The Network Controller must endorse the Network Control Diagram on each occasion that permission is granted for occupancy.
3.2. Safety
3.2.1. With the exception of track works using a Work on Track Authority (WOTA), Network Control may authorise only one occupancy for the Shunting Neck, Gantry Access or Industrial Sidings at a time.
3.2.2. Occupancy may be authorised for a period of time that accommodates all above rail operators and track works.
3.2.3. Where a second operator requests occupancy of the Shunt Neck, Gantry Access or Industrial Sidings, Network control can request the first operator previously authorised for the movement to move clear into a siding, yard or arrival road and they are to confirm with the Network Controller when clear prior to allow authorising the second movement.
3.2.4. Any subsequent move out of any Industrial Siding, Gantry Access or into the Shunting Neck must again have the authority of Network control.
3.2.5. The Network Controller may give permission for dual occupancy on the Industrial Siding for a rail traffic movement and a track worksite where the track works are protected with points being clipped to prevent rail traffic access to the worksite and the rail traffic movement is not going beyond the clipped points.
3.2.6. The Protection Office in charge of the WOTA is responsible for ensuring workers are safe and no work is to be carried out between the points and the clearance point on the converging lines. | 2020 | 650 |
| KALGOORLIE | KALGOORLIE PASSENGER MAIN 776 MTRS. KALGOORLIE PLATFORM 526 MTRS | KALGOORLIE
(655 KM from East Perth Terminal)
1. This station is the junction and Train Order Station for the Esperance and Leonora Railway and also serves as a junction for trains to and from Parkeston and also includes the sub location of West Kalgoorlie.
2. The signalling and interlocking for this location is operated from EGR Network Control for the sections Kalgoorlie to Hampton.
3. The Hampton Ballast siding between Kalgoorlie and Hampton is operated as an Electric Switchlocked siding with access at either end.
4. The sections Hampton to Kalgoorlie are operated under the Rules applicable to Centralised Traffic Control (Single Line).
5. The sections Kalgoorlie to Leonora are operated under the Rules applicable to Train Order Working operated by South Control.
6. The section Kalgoorlie to Parkeston is operated under the ARTC Rules applicable to Train Orders, refer to Network Safeworking Rules and Procedures Rule No. 1001 3.4 for instructions on movement of Rail Traffic between Kalgoorlie and Parkeston.
NOTE - Out of gauge loading is not to be permitted to travel via the Passenger Main.
7. Reflectorised Yellow notice signs with black lettering inscribed:
"END OF TRAIN ORDER TERRITORY" and "COMMENCEMENT OF TRAIN ORDER TERRITORY" are erected adjacent to No.94 Outer Controlled Absolute Signal.
8. Due to the steep descending grade between No 94 Up and No 90 Up Controlled Absolute signals. The Network Controller is to maintain No 94 Up Controlled Absolute `signal at STOP until No Up 90 Controlled Absolute signal can be placed at proceed to prevent Rail Traffic coming to a stand at No 90 Up Controlled Absolute signal.
9. Rail Traffic proceeding from Kalgoorlie to Leonora are to be held at Kalgoorlie until a "Proceed” indication has been obtained on No. 84a Down Directing Signal at Kalgoorlie.
10. Shunting from the Rail Car Dock over No.79 points towards the Dead End is not permitted as this move will operate the flashing light warning signals at Chappel Street level crossing.
11. A notice sign displaying “COMMENCEMENT OF PTA TERRITORY” is erected adjacent to No 76 Ground Shunt Signal for Railcars entering the Toilet Road and “END OF PTA TERRITORY” when leaving the Toilet Road. No. 10 Little David Points (that previously provided access to the Locomotive Depot) are clamped and locked for the Dead End. No Rail Traffic is to be admitted into the PTA Toilet / Inspection Road through No 75 Points without prior arrangements being made with the PTA.
Gateacre Street level Crossing
1. Flashing light warning signals, bells and half boomgates are provided at this level crossing.
Throssell Street Level Crossing
1. Flashing light warning signals, bells and half boomgates are provided at this level crossing.
Chapple Street Level Crossing
1. Flashing light warning signals, bells and half boomgates are provided at this level crossing.
2. For Down Rail Traffic the flashing light warning signals will commence to operate provided No.74 Down Controlled Absolute Signal is at "Proceed".
3. For a Down Rail Traffic from PTA Toilet / Inspection Road the flashing light warning signals will commence to operate provided No. 76 Shunt Signal is at "Proceed".
4. For Up Rail Traffic from the Freight Main the flashing light warning signals will commence to operate provided No.78 Up Controlled Absolute Signal is at "Proceed".
5. For an Up train from the Passenger Main the flashing light warning signals will commence to operate provided No.80 Up Controlled Absolute Signal is at "Proceed".
6. For an Up train from the Railcar Dock the flashing light warning signals will commence to operate provided No.82 Up Controlled Absolute Signal is at "Proceed".
7. In the event of it being necessary to authorise Rail Traffic to pass No.74 Down Controlled Absolute Signal or No.76 Shunt Signal or No.78 or No.80 or No.82 Up Controlled Absolute Signal at the STOP aspect, due to a signal failure or other cause, definite instructions must be given by the Network Controller to the Rail Traffic Crew not to proceed over the Chapple Street Level Crossing until satisfied the boomgates are properly lowered. To ensure this, it will be necessary for the Rail Traffic Crew, on being authorised to pass the signal at STOP, to move forward until the leading end of the Rail Traffic has passed the signal and then again stop to allow sufficient time for the boomgates to be lowered.
SUTHERLAND STREET LEVEL CROSSING (FL408)
1. Flashing light warning signals are provided at this level crossing.
2. For Up Rail Traffic the flashing light warning signals will commence to operate provided No.96 Up Controlled Absolute Signal is at “Proceed”.
3. In the event of it being necessary to authorise Rail Traffic to pass No.96 Up Controlled Absolute Signal at Kalgoorlie at the STOP aspect, due to a signal failure or other cause, definite instructions must be given by the Network Controller to the Rail Traffic Crew not to proceed over the Sutherland Street Level Crossing until satisfied the flashing light warning signals are operating correctly. To ensure this, it will be necessary for the Rail Traffic Crew, on being authorised to pass the signal at STOP, to move forward until the leading end of the Rail Traffic has passed the signal and then again stop to allow sufficient time for the flashing light warning signals to operate and road vehicles to have stopped. | 776 | 655 |
| MUNDIJONG Junction | Junction for the Kwinana Line and Armadale Line. RailBAM: 55.50 KM POST | MUNDIJONG JUNCTION
(43 km from Claisebrook)
(26 km from Kwinana)
1. Mundijong Junction is a sub-location of, and is within Station Limits of, Mundijong.
2. This is the junction for the line to Fremantle via Kwinana and Robb Jetty.
3. All points and signals at this junction are controlled by Network Controller South West.
4. For Rail Traffic to depart Mundijong Junction towards Armadale, the Public Transport Authority Train Controller must give the Arc Infrastructure Network Controller the release on signal 6B.
5. For Rail Traffic to exit the Armadale to Mundijong Junction section, Arc Infrastructure’s Network Controller sets the Route from No 1 signal.
Soldiers Road Level Crossing
1. Flashing light warning signals are provided at this level crossing.
2. For Down Rail Traffic the flashing light warning signals will commence to operate provided No.7 Down Controlled Absolute Signal is at “Proceed”.
3. For Up Rail Traffic the flashing light warning signals will commence to operate provided No.6A Up Departure Signal is at “Proceed”.
4. In the event of it being necessary to authorise Rail Traffic to pass No.7 Down Controlled Absolute Signal or No.6A Up Departure Signal at the STOP aspect, due to a signal failure or other cause, definite instructions must be given by the Network Controller to the Rail Traffic Crew not to proceed over the Soldiers Road level crossing until satisfied that the flashing light warning signals are operating and road vehicles have stopped. To ensure this, it will be necessary for the Rail Traffic Crew, on being authorised to pass the signal at STOP, to move forward until the leading end of the Rail Traffic has passed the signal and then again stop to allow sufficient time for the flashing light warning signals to operate and road vehicles to have stopped. | 0 | 43 |
| MUNDIJONG | CROSSING LOOP 1109 METRES | MUNDIJONG
(45 km from Claisebrook)
1. A switchlock controlled refuge siding is provided with access from South end of the crossing loop.
2. Passenger High Level Platform for Australind railcars is situated on the Loop.
Watkins Road Level Crossing
1. Flashing light warning signals, bells and half boomgates are provided at this level crossing.
2. For Down Rail Traffic, ex the Main, the flashing light warning signals, bells and half boomgates will commence to operate provided No. 21 Down Departure Signal is at “Proceed”.
3. For Down Rail Traffic, ex the loop or siding, the flashing light warning signals, bells and half boomgates will commence to operate provided No. 23 Down Departure Signal is at “Proceed”.
4. For Up Rail Traffic the flashing light warning signals, bells and half boomgates will commence to operate provided No. 22A or No. 22B Up Controlled Absolute Signals or No. 22S Up Shunt Signal is at “Proceed”.
5. In the event of it being necessary to authorise Rail Traffic to pass Nos. 21 or 23 Down Departure Signals, Nos. 22A or 22B Up Controlled Absolute Signals or No. 22S Up Shunt Signal at the STOP aspect, due to a signal failure or other cause, definite instructions must be given by the Network Controller to the Rail Traffic Crew not to proceed over Watkins Street level crossing until satisfied that the boomgates are properly lowered. To ensure this, it will be necessary for the Rail Traffic Crew, on being authorised to pass the signal at STOP, to move forward until the leading end of the Rail Traffic has passed the signal and then again stop to allow sufficient time for the boomgates to be lowered. | 1109 | 45 |
| SERPENTINE | SERPETINE | SERPETINE
(53km from Claisebrook)
1. A Passenger stopping place is provided at the 53.15 km
Passenger High Level Platforms for Australind railcars are situated on the Main Line. | 0 | 53 |
| KEYSBROOK | CROSSING LOOP 980 METRES. | KEYSBROOK
(62 km from Claisebrook)
1. A double ended switchlock controlled refuge siding is provided with access from both the North and South ends of the crossing loop.
1.1. The Catch points on the southern (Dandalup) end of the refuge siding has signs that reads ‘STOP Do Not Proceed Without Permission From Control’ and ‘CATCH POINTS’, the Competent Worker directing Shunting must ensure that permission to proceed is obtained and that the points have been correctly set for the safe passage of Rail Traffic.
2. For shunt movements in the Down direction from the Main line or Loop to the switchlocked siding, the whole of the portion of the Rail Traffic to be shunted must proceed beyond No.6L Up Controlled Absolute Signal. The competent Worker in charge of the shunt movement must then request the Southwest Network Controller to release No.3BA switchlock and proceed to shunt the siding in the normal manner.
3. Electric points machines and a Push Button has been provided for the operation of the 3B switchlock.
3.1. The Push Button Case is located on the location box adjacent to the facing points and contains three (3) lights, FREE, NORMAL and REVERSE and three (3) Buttons, NORMAL REVERSE and TRAIN ACCEPTANCE.
3.2. Method of Operation
a) Obtain release from the Network Controller.
b) Open the case by removing the Traffic Standard padlock.
c) Observe the indicator lights to confirm the ‘FREE’ lights is illuminated.
d) Press the ‘REVERSE’ Button.
e) When the ‘REVERSE’ light is illuminated press and hold the ‘TRAIN ACCEPTANCE’ Button, this will allow the shunt signal 6Ls to show a Proceed indication to the Rail Traffic Crew.
f) Hold the ‘TRAIN ACCEPTANCE’ Button until the Rail Traffic has passed 6L signal.
3.3. In the event of failure of the switchlock, the points can be manually set with a Crank Handle located in the Traffic Annex.
4. A ballast siding is provided with access from the Dandalup end of the refuge siding and is protected by a scotch block. Rail vehicles stabled in this siding must have all handbrakes applied.
Elliott Road Level Crossing
1. Flashing light warning signals are provided at this level crossing.
2. For Down Rail Traffic ex the Main, loop or yard, the flashing light warning signals will commence to operate provided Nos.6RA or 6RB Down Departure Signal is at “Proceed”.
3. For Up Rail Traffic, the flashing light warning signals will commence to operate provided Nos.6LA or 6LB Up Controlled Absolute Signals or No.6LC Up Shunt Signal is at “Proceed”.
4. In the event of it being necessary to authorise Rail Traffic to pass Nos.6RA or 6RB Down Departure Signals or Nos.6LA or 6LB Up Controlled Absolute Signals or No.6LC Up Shunt Signal at the STOP aspect, definite instructions must be given by the South West Network Controller to the Rail Traffic Crew not to proceed over the West Road level crossing until satisfied that the flashing warning signals are operating and road vehicles have stopped. To ensure this, it will be necessary for the Rail Traffic Crew, on being authorised to pass the signal at STOP, to move forward until the leading end of the Rail Traffic has passed the signal and then again stop to allow sufficient time for the flashing light warning signals to operate and road vehicles to have stopped. | 980 | 62 |
| NORTH DANDALUP | NORTH DANDALUP | NORTH DANDALUP
(70 km from Claisebrook
1. A Passenger stopping place is provided at the 70.3km | 0 | 70 |
| DANDALUP | CROSSING LOOP: 924 METRES | DANDALUP
(74 km from Claisebrook)
1. A crossing loop only is provided. | 924 | 74 |
| PINJARRA | MAIN LINE 530 MTRS.CROSSING LOOP 554 MTRS. | PINJARRA
(86 km from Claisebrook)
1. This station is the junction for the branch line to Calcine which is operated under the Rules applicable to Centralised Traffic Control, also the branch line to Dwellingup. The branch line Alumina Junction to Dwellingup is operated by the Hotham Valley Tourist Railway.
2. The localities of Pinjarra, Pinjarra East and Pinjarra South are within Station Limits of Pinjarra.
3. Passenger High Level Platform for Australind railcars is situated on the Main Line.
Switchlock No. 589
1. A special release button is provided on the side of No.589 switchlock which must be used when it is necessary for Rail Traffic to enter the sidings at the North end of the yard. The Network Controller must first release the switchlock, set the points for the required movement and then place the applicable signal to the “Proceed” position. When this action has taken place, the Competent Worker in charge must proceed to the switchlock, open the switchlock door, turn the small handle completely over to the left and reverse the points. After the points have been set for the movement about to be made, the small handle in the switchlock must be returned to the right position, the door closed and secured. The press button must then be depressed to place the applicable signal to the “Proceed” aspect. The button must be kept depressed until the first portion of the Rail Traffic has passed the relevant signal.
2. After completion of the Rail Traffic movement the switchlock door must be reopened, the small handle turned to the left position, the switchlocked points restored to normal, the small handle returned to the right position the door closed and secured and the Network Controller advised accordingly.
South West Highway Level Crossing.
1. Flashing light warning signals, bells and half boomgates are provided at this level crossing.
2. For Down Rail Traffic, the flashing light warning signals, bells and half boomgates will commence to operate provided No.193B or No.193C Down Controlled Absolute Signal or No.193S Down Shunt Signal is at “Proceed”.
3. For Up Rail Traffic, the flashing light warning signals, bells and half boomgates will commence to operate provided No.192 or No.194 Up Departure Signal is at “Proceed”.
4. Rail Traffic Crews of Down Rail Traffic must ensure that they draw forward enough to clear South West Highway with the rear of their Rail Traffic.
5. Rail Traffic Crews of Up Rail Traffic must advise the Network Controller when their rail Traffic is ready to depart. This is essential to prevent unnecessary activation of the warning signals at the South-West Highway level crossing.
6. In the event of it being necessary to authorise Rail Traffic to pass Nos.193B or 193C Down Controlled Absolute Signals or No.193S Down Shunt Signal or Nos.192 or 194 Up Departure Signals at the STOP aspect, due to a signal failure or other cause, definite instructions must be given by the Network Controller to the Rail Traffic Crew not to proceed over the South West Highway level crossing until satisfied that the boomgates are properly lowered. To ensure this, it will be necessary for the Rail Traffic Crew, on being authorised to pass the signal at STOP, to move forward until the leading end of the Rail Traffic has passed the signal and then again stop to allow sufficient time for the boomgates to be lowered.
7. Because of the extreme closeness of the Up Departure Signals to the edge of the South West Highway level crossing, it is absolutely imperative that Rail Traffic Crew, on being authorised to pass an Up Departure Signal at STOP, to draw forward only as far as is necessary to operate the flashing light warning signals, bells and half boomgates and not to proceed more than necessary upon the level crossing.
8. The Rail Traffic Crew is to make frequent use of the locomotive whistle whilst any movement towards the level crossing is being made.
9. Speed signs are erected applying a maximum speed of 80 km/h to this level crossing.
Race Course Road Level Crossing
1. Flashing light warning signals and half boom gates at this level crossing.
2. For Down Rail Traffic proceeding toward Pinjarra East, the flashing light warning signals will commence to operate provided No.183A, No.185A, No.187A or No.189.A Down Controlled Absolute Signal is at "Proceed".
3. For Down Rail Traffic proceeding toward Pinjarra South, the flashing light warning signals will commence to operate provided no.183B, No.185B, No.187B or No.189B Down Controlled Absolute Signal is at "proceed".
4. For Up Rail Traffic proceeding from Pinjarra East, the flashing light warning signals will commence to operate provided No.188B Up Controlled Absolute Signal or No.188s Up shunt signal is at "Proceed".
5. For Up Rail Traffic proceeding from Pinjarra South, the flashing light warning signals will commence to operate provided No.186B Up Controlled Absolute Signal or No.186s Up Shunt Signal is at "Proceed".
6. In the event of it being necessary to authorise Rail Traffic to pass Nos.183A, 185A, 187A, 189A, 183B, 185B, 187B or 189B Down Controlled Absolute Signals Nos.186B, 186C, 188B or 188C Up Controlled Absolute Signals or Nos 186S or 188s Up Shunt Signals at the STOP aspect due to signal failure or other cause, Definite instructions must be given by the Network Controller to the Rail Traffic Crew not to proceed over the Racecourse Road level crossing until satisfied that the flashing light, boom gates and warning signals are operating and road vehicles have stopped. To ensure this, it will be necessary for the Rail Traffic Crew, on being authorised to pass the signal at STOP, to move forward until the leading end of the Rail Traffic has passed the signal and then again stop to allow sufficient time for the flashing light warning signals to operate and road vehicles to have stopped.
7. Speed signs are erected applying a maximum speed of 80km/h at this level crossing. | 554 | 86 |
| PINJARRA SOUTH | East-South main to Pinjarra East. | PINJARRA SOUTH
1. This locality is the junction for the East-South main to Pinjarra East.
2. The East-South main between Pinjarra South and Pinjarra East is within Station Limits of Pinjarra.
Oakley Road Level Crossing
1. Flashing light warning signals are provided at this level crossing.
2. For Down trains the flashing light warning signals will commence to operate provided No.169 Down Controlled Absolute Signal is at “Proceed”.
3. For Up trains, the flashing light warning signals will commence to operate provided No.162A Up Controlled Absolute Signal is at “Proceed”.
4. In the event of it being necessary to authorise Rail Traffic to pass No.169 Down Controlled Absolute Signal or No.162A Up Controlled Absolute Signal at the STOP aspect, definite instructions must be given by the Network Controller to the Rail Traffic Crew not to proceed over the Oakley Road level crossing until satisfied that the flashing warning signals are operating and road vehicles have stopped. To ensure this, it will be necessary for the Rail Traffic Crew, on being authorised to pass the signal at STOP, to move forward until the leading end of the Rail Traffic has passed the signal and then again stop to allow sufficient time for the flashing light warning signals to operate and road vehicles to have stopped. | 0 | 0 |
| COOLUP | CROSSING LOOP 742 METRES. MAIN 745M | COOLUP
(98 km from Claisebrook)
1. A crossing loop only is provided at this station.
2. In addition to the operation of the Up Departure Signals by the Network Controller Picton desk, the South West Network Controller will operate a release on each Up Departure Signal to enable that Up Departure Signal to exhibit the “Proceed” aspect.
3. Before Down Rail Traffic is permitted to depart Calcine or Pinjarra to Coolup the South West Network Controller must first consult the Picton Network Controller desk.
Murray Street Level Crossing
1. Flashing light warning signals are provided at this level crossing.
2. For Down Rail Traffic, the flashing light warning signals will commence to operate provided No.157 Down Controlled Absolute Signal is at “Proceed”.
3. For Up Rail Traffic, the flashing light warning signals will commence to operate provided No.156 or No.158 Up Departure Signal is at “Proceed”.
4. In the event of it being necessary to authorise Rail Traffic to pass No.157 Down Controlled Absolute Signal or Nos.156 or 158 Up Departure Signals at the STOP aspect, due to a signal failure or other cause, definite instructions must be given by the Network Controller to the Rail Traffic Crew not to proceed over Murray Street level crossing until satisfied that the flashing light warning signals are operating and road vehicles have stopped. To ensure this, it will be necessary for the Rail Traffic Crew, on being authorised to pass the signal at STOP, to move forward until the leading end of the Rail Traffic has passed the signal and then again stop to allow sufficient time for the flashing light warning signals to operate and road vehicles to have stopped. | 742 | 98 |
| WAROONA | CROSSING LOOP 764 MTRS. | WAROONA
(111 km from Claisebrook)
1. The Passenger High Level Platform for Australind railcars is situated on Loop at this station.
Coronation Street Level Crossing
1. Flashing light warning signals are provided at this level crossing.
2. For Down Rail Traffic, the flashing light warning signals will commence to operate provided No.147B or No.147C Down Controlled Absolute Signal or No.147 Down Shunt Signal is at "Proceed".
3. For Up Rail Traffic, the flashing light warning signals will commence to operate provided No.146 or No.148 Up Departure Signal is at "Proceed".
4. In the event of it being necessary to authorise Rail Traffic to pass No.147B or No.147C Down Controlled Absolute Signal or No.146 or No.148 Up Departure Signal at the STOP aspect, definite instructions must be given by the Network Controller to the Rail Traffic Crew not to proceed over the Coronation Street level crossing until satisfied that the flashing light warning signals are operating and road vehicles have stopped. To ensure this, it will be necessary for the Rail Traffic Crew, on being authorised to pass the signal at STOP, to move forward until the leading end of the Rail Traffic has passed the signal and then again stop to allow sufficient time for the flashing light warning signals to operate and road vehicles to have stopped.
Logue Street Level Crossing
1. Flashing light warning signals are provided at this level crossing.
2. For Down Rail Traffic, the flashing light warning signals will commence to operate provided No.143 or No.145 Down Departure Signal is at “Proceed”.
3. For Up Rail Traffic, the flashing light warning signals will commence to operate provided No.142A or No.142B Up Controlled Absolute Signal or No. 142C Up Shunt Signal is at “Proceed”.
4. In the event of it being necessary to authorise Rail Traffic to pass No.143 or No.145 Down Departure Signal or No.142A or No.142B Up Controlled Absolute Signal at the STOP aspect, definite instructions must be given by the Network Controller to the Rail Traffic Crew not to proceed over the Logue Street level crossing until satisfied that the flashing light warning signals are operating and road vehicles have stopped. To ensure this, it will be necessary for the Rail Traffic Crew, on being authorised to pass the signal at STOP, to move forward until the leading end of the Rail Traffic has passed the signal and then again stop to allow sufficient time for the flashing light warning signals to operate and road vehicles to have stopped. | 764 | 111 |
| WAGERUP | Junction to the Alcoa Refinery | WAGERUP
1. This station is the junction to the Alcoa Refinery at Yalup Brook and is divided into three separate junctions identified as Wagerup North, Wagerup East and Wagerup South. The running line between each location is within Station Limits of Wagerup.
2. The Controlled Absolute Signals from the bi-directional Up branch and bi-directional Down branch at Wagerup East No.135 and No.133 respectively are fixed at the STOP aspect. Admittance to the Refinery is governed by the Shunt Signal attached to the relevant signal mast.
3. Rail Traffic entering the Refinery area must traverse the balloon loop in an anti-clockwise direction and must depart only from the line controlled by No.132 Controlled Absolute Signal.
4. Any departure from the above procedure must be for emergency reasons only.
5. This junction is a non-crossing station for through Waroona-Yarloop trains and vice versa. A crossing may be effected with Up Rail Traffic enroute from the Refinery to Pinjarra and Up or Down through main line Rail Traffic, similarly Rail Traffic enroute from the Refinery to Bunbury Inner Harbour may cross through Up or Down main line Rail Traffic.
Bristol Road Level Crossing
1. Flashing light warning signals are provided at this level crossing.
2. For Down Rail Traffic the flashing light warning signals will commence to operate provided No.127 Down Controlled Absolute Signal is at "Proceed".
3. For Up Rail Traffic the flashing light warning signals will commence to operate provided No.126 or No.128 Up Departure Signal is at "Proceed".
4. In the event of it being necessary to authorise Rail Traffic to pass No.127 Down Controlled Absolute Signal or No.126 or No.128 Up Departure Signal at the STOP aspect, definite instructions must be given by the Network Controller to the Rail Traffic Crew not to proceed over the Bristol Road level crossing until satisfied that the flashing light warning signals are operating and road vehicles have stopped. To ensure this, it will be necessary for the Rail Traffic Crew, on being authorised to pass the signal at STOP, to move forward until the leading end of the Rail Traffic has passed the signal and then again stop to allow sufficient time for the flashing light warning signals to operate and road vehicles to have stopped.
5. Due to the lack of Rail Traffic over the Up Branch portion of the Triangle (Wagerup North – Wagerup East) it is the responsibility of the Rail Traffic Crew to proceed in accordance with Network Safeworking Rule 2015 Active Control Level Crossing Management section 9.1
Marriot Road Level Crossing
1. Flashing light warning signals, bells and half boomgates are provided at this level crossing.
2. For Down Rail Traffic, the flashing light warning signals, bells and half boomgates will commence to operate provided No.125 Down Departure Signal is at “Proceed” or as the Rail Traffic passes No. 123 Down Departure Signal.
3. In the event of it being necessary to authorise Rail Traffic to pass No.125 Down Departure Signal at the STOP aspect, due to a signal failure or other cause, definite instructions must be given by the Network Controller to the Rail Traffic Crew not to proceed over the Marriot Road level crossing until satisfied that the boomgates are properly lowered. To ensure this, it will be necessary for the Rail Traffic Crew, on being authorised to pass the signal at STOP, to move forward until the leading end of the Rail Traffic has passed the signal and then again stop to allow sufficient time for the boomgates to be lowered.
YALUP BROOK
1. Scotch block are provided at both ends of the caustic/oil unloading road. These scotch must be kept locked across the rail at all times except during shunting operations.
2. Under no circumstances are wagons to be left standing on the caustic/oil unloading road, whilst not attached to a locomotive, unless both scotch blocks are locked across the rail. | 0 | 119 |
| YARLOOP | CROSSING LOOP 609 MTRS. MAIN 611 MTRS | YARLOOP 123 km from Claisebrook
1. A crossing loop and yard is provided.
2. Access to the yard can only be obtained from the south end of the crossing loop.
3. Scotch blocks are provided on the yard side of Johnson Road Level crossing.
4. A passenger platform is provided on the main line outside Station Limits.
Johnston Road Level Crossing
1. Flashing light warning signals are provided at this level crossing.
2. For Up trains, the flashing light warning signals will commence to operate provided No.112 Up Controlled Absolute Signal is at “Proceed”.
3. For Down trains from the main line, the flashing light warning signals will commence to operate provided No.115 Down Departure Signal is at “Proceed”.
4. For Down Rail Traffic from the loop, the flashing light warning signals will commence to operate provided No.113A Down Departure Signal or No.113 Shunt Signal is at “Proceed”.
5. Up Rail Traffic proceeding from the yard towards the loop must not exceed 10 km/h until the crossing is reached.
6. In the event of it being necessary to authorise Rail Traffic to pass No.112 Up Controlled Absolute `Signal or Nos.113 or 115 Down Departure Signal at the STOP aspect, due to a signal failure or other cause, definite instructions must be given by the Network Controller to the Rail Traffic Crew not to proceed over the Johnson Road level crossing until satisfied that the flashing light warning signals are operating and road vehicles have stopped. To ensure this, it will be necessary for the Rail Traffic Crew, on being authorised to pass the signal at STOP, to move forward until the Rail Traffic has passed the signal and then again stop, to allow sufficient time for the flashing light warning signals to operate and road vehicles to have stopped. | 609 | 123 |
| COOKERNUP | Cookernup | Cookernup
1. A Passenger platform is provided.
2. Down Passenger trains that have stopped at this platform are restricted to 10 kph until the train has reached Riverdale Road level crossing, Rail Traffic Crews not to proceed over the Riverdale Road level crossing until satisfied that the flashing warning signals are operating and road vehicles have stopped. | 0 | 128 |
| WARAWARRUP | CROSSING LOOP 718 MTRS. | WARRAWARUP
(136km from Claisebrook)
1. A crossing loop only is provided at this station. | 718 | 136 |
| HARVEY | HARVEY | HARVEY
Passenger High Level Platform for Australind railcars is situated on Main Line | 0 | 138 |
| BENGER | CROSSING LOOP 646 METRES. | BENGER
149 km from Claisebrook
1. A crossing loop only is provided at this station.
Benger School Access Road Level Crossing
1. Flashing light warning signals, bells and half boomgates are provided at this level crossing.
2. For Up Rail Traffic ex the Main Line the flashing light warning signals, bells and half boomgates will commence to operate provided No.96 or No. 98Up Departure Signal is at “Proceed”.
3. For Down Rail Traffic, the flashing light warning signals will commence to operate provided No.97 Down Controlled Absolute Signal is at “Proceed”.
4. In the event of it being necessary to authorise Rail Traffic to pass No.97 Down Controlled Absolute Signal or Nos.96 or 98 Up Down Departure Signal at the STOP aspect, due to a signal failure or other cause, definite instructions must be given by the Network Controller to the Rail Traffic Crew not to proceed over the Benger School Access Road level crossing until satisfied boomgates are properly lowered. To ensure this, it will be necessary for the Rail Traffic Crew, on being authorised to pass the signal at STOP, to move forward until the leading end of the Rail Traffic has passed the signal and then again stop to allow sufficient time for the boomgates to be lowered.
Shenfield Road Level Crossing.
1. Flashing light warning signals, bells and half boomgates are provided at this level crossing.
2. For Down Rail Traffic, the flashing light warning signals, bells and half boomgates will commence to operate provided No.93 or No.95 Down Departure Signal is at “Proceed”.
3. For Up Rail Traffic, the flashing light warning signals, bells and half boomgates will commence to operate provided No.92 Controlled Absolute Signal is at “Proceed”.
4. In the event of it being necessary to authorise Rail Traffic to pass Nos.93 or 95 Down Departure Signal or Nos.92 Up Controlled Absolute Signal at the STOP aspect, due to a signal failure or other cause, definite instructions must be given by the Network Controller to the Rail Traffic Crew not to proceed over the Shenfield Road level crossing until satisfied that the boomgates are properly lowered. To ensure this, it will be necessary for the Rail Traffic Crew, on being authorised to pass the signal at STOP, to move forward until the leading end of the Rail Traffic has passed the signal and then again stop to allow sufficient time for the boomgates to be lowered. | 646 | 149 |
| BRUNSWICK Junction | MAIN LINE 1212 METRES, BRNCH 1212 METRES. | BRUNSWICK JUNCTION
1. This station is the junction for the Branch line to Collie which is operated under the Rules applicable to Centralised Traffic Control.
2. The localities of Brunswick North, Brunswick South and Brunswick East are within Station Limits of Brunswick Junction.
3. In the event of the Down Controlled Absolute Signal No. 77 being at "STOP" for the passage of a loaded block train the Network Controller must detain the train at Down Controlled Absolute Signal No. 87 until such time as the Network Controller is in a position to admit the train to the station. This is necessary in order to avoid the block train being brought to a stand on the rising gradient.
4. When the route has been set from the Branch main to the loop from Controlled Absolute signal No. 73B to Controlled Absolute Departure signal No.67, Ground Shunt signal No. 69 cannot be cancelled. Where Rail Traffic is to be held at Ground Shunt signal No. 69 the Rail Traffic must be set for the shunt route from Controlled Absolute signal No. 73S.
5. Access to the station yard is controlled by switchlock released by the Network Controller at Picton Junction.
6. A special release button is provided in a locked box located on a standard adjacent to No.531 switchlock. The special release button is to be used when it is necessary for Rail Traffic to be admitted from Down Controlled Absolute Signal No.73 or Shunt Signal No.75.
7. When Down or Up Rail Traffic requires to be admitted to the station yard the Competent Worker in charge must advise the Network Controller, open the switchlock door and, if exhibiting a "Free" indication, move the small handle to the extreme left position and reverse the switchlock points for the Rail Traffic to enter the yard.
8. After reversing the relevant points, the handle in the switchlock must then be turned to the extreme right, the switchlock door closed and secured and the button in the adjacent box depressed and kept depressed until the first portion has passed the relevant Shunt Signal.
9. When the Rail Traffic has entered the yard and is clear of the switchlocked points, the points and switchlock are then restored to normal and the Train Controller advised accordingly.
10 Passenger High Level Platforms for Australind railcars are situated on Main Line
Beela Road Level Crossing
1. Flashing light warning signals and half boom gates are provided at this level crossing.
2. For Down Rail Traffic ex Brunswick North, the flashing light warning signals will commence to operate provided No.77 Down Controlled Absolute Signal is at “Proceed”.
3. For Up Rail Traffic ex Brunswick East, the flashing light warning signals will commence to operate provided No.79 Down Controlled Absolute Signal is at “Proceed”.
4. For Up Rail Traffic enroute to Benger, the flashing light warning signals will commence to operate provided No.76A or No.78A Up Controlled Absolute Signals are at “Proceed”.
5. For Down Rail Traffic enroute to Beela, the flashing light warning signals will commence to operate provided No.76B or No.78B Up Controlled Absolute Signal is at “Proceed”.
6. In the event of it being necessary to authorise Rail Traffic to pass Nos.77 or 79 Down Controlled Absolute Signals or Nos.76A, 76B, 78A or 78B Up Controlled Absolute Signals at the STOP aspect due to a signal failure or other cause, definite instructions must be given by the Network Controller to the Rail Traffic Crew not to proceed over the Beela Road level crossing until satisfied that the flashing light warning signals and boomgates have operated and road vehicles have stopped. To ensure this, it will be necessary for the Rail Traffic Crew, on being authorised to pass the signal at STOP, to move forward until the leading end of the Rail Traffic has passed the signal and then again stop to allow sufficient time for the flashing light warning signals and boomgates to operate and road vehicles to have stopped.
Heppingstone Road Level Crossing
1. Flashing light warning signals are provided at this level crossing.
2. For Down Rail Traffic the Flashing light warning signals will commence to operate provided No. 63 Down Departure Signal is at “Proceed”, or, for movements from the Branch or Loop, when the Rail Traffic passes No. 65 or 67 Up Departure Signal.
3. Owing to the close proximity of the level crossing to No.62 Up Controlled Absolute Signal, Rail Traffic should not be stopped at this signal (where possible), but must be brought within station limits.
4. In the event of it being necessary to authorise Rail Traffic to pass No.63 Down Departure Signal at the STOP aspect, due to a signal failure or other cause, definite instructions must be given by the Network Controller to the Rail Traffic Crew not to proceed over the Heppingstone Road level crossing until satisfied that the boomgates are properly lowered. To ensure this, it will be necessary for the Rail Traffic Crew, on being authorised to pass the signal at STOP, to move forward until the leading end of the Rail Traffic has passed the signal and then again stop to allow sufficient time for the boomgates to be lowered. | 803 | 158 |
| BUREKUP | CROSSING LOOP 1025 METRES | 1. A crossing loop only is provided at this station. | 1025 | 166 |
| PICTON | MAIN LINE 1546 MTRS. CROSSING LOOP 1098 MTRS. RailBAM: 2.291KM POST | PICTON JUNCTION
1. This Station is the junction for the Lambert (Non-Operational) and Bunbury Inner Harbour Junction Branch lines.
2. The Signalling and Interlocking at Picton Junction is operated by the Network Controller Picton.
3. Access to the Yard from No 3 road is provided at the eastern extremity via No.515 Points.
4. Access to the Yard from the Western end is via No 509. Points.
5. A Ballast Dead-end has been created on the Non-Operational Boyanup Branch Main to allow for shunt movements.
Harris Road Level Crossing
1. Flashing light warning signals are provided at this level crossing.
2. For Up Rail Traffic the flashing light warning signals will commence to operate provided No.24 Up Controlled Absolute Signal is at "Proceed".
3. For Down Rail Traffic the flashing light warning signals will commence to operate provided No.23 or No.27 Down Controlled Absolute Signal is at "Proceed".
4. In the event of it being necessary to authorise Rail Traffic to pass No.24 Up Controlled Absolute Signal or No.23 or No.27 Down Controlled Absolute Signal at the STOP aspect, definite instructions must be given by the Network Controller to the Rail Traffic Crew not to proceed over Harris Road level crossing until satisfied the flashing light warning signals are operating and road vehicles have stopped. To ensure this, it will be necessary for the Rail Traffic Crew, on being authorised to pass the signal at STOP, to move forward until the leading end of the Rail Traffic has passed the signal and then again stop to allow sufficient time for the flashing light warning signals to operate and road vehicles to have stopped.
PICTON JUNCTION TO BUNBURY INNER HARBOUR JUNCTION LINE
1. This branch line is operated under the rules applicable to Centralised Traffic Control from Picton Junction to Bunbury Inner Harbour Junction. The Bunbury Inner Harbour Junction to W.A.C.A.P. siding section is within Station Limits of Bunbury Inner Harbour.
2. Rail Traffic travelling to and from WA Chip and Pulp Siding (W.A.C.A.P.) cannot be crossed at Bunbury Inner Harbour Junction.
South West Highway Level Crossing
1. Flashing light warning signals and half boom arms are provided at this level crossing.
2. When Up Rail Traffic from Bunbury Inner Harbour cannot be immediately admitted within station limits of Picton Junction the Rail Traffic must be detained at No. 12 Up Controlled Absolute Signal to avoid delay to road traffic. A 15 km/h level crossing speed restriction sign is situated adjacent to No. 12 Controlled Absolute Signal for Up Rail Traffic stopping at No. 12 Controlled Absolute Signal.
3. Down Rail Traffic for Bunbury Inner Harbour must not be signalled to depart from either 15, 17 or 19 Departure signals until assurance is received from the Above Rail Operator that the Rail Traffic is ready to depart or will not be required to stop. Rail Traffic must not be held at these Departure signal showing a Proceed indication as this will block South West Highway.
4. All shunt movements are to be restricted to either the Bypass or towards Picton.
Estuary Drive Level Crossing
1. Flashing light warning signals, bells and half boom gates are provided at this level crossing.
2. For Down Rail Traffic the flashing light warning signals will commence to operate provided that No. 305 Down Controlled Absolute Signal is at proceed.
3. For Up Rail Traffic the flashing light warning signals will commence to operate provided that No. 306, 308, 310 or 312 Up Departure Signal is at proceed.
4. In the event of it being necessary to authorise Rail Trafic to pass No. 305 Down Controlled Absolute Signal or No. 306, 308, 310 or 312 Up Departure Signal at STOP, due to a signal failure or other cause, definite instructions must be given by the Network Controller to the Rail Traffic Crew not to pass over the crossing until satisfied that the flashing light warning signals are operating, the half boom gates are lowered and road vehicles have stopped. To ensure this, it will be necessary for the Rail Traffic Crew, on being authorised to pass the signal at STOP, to move forward until the leading end of the Rail Traffic has passed the signal and then stop to allow sufficient time for the flashing light warning signals to operate, the half boom gates to lower and road vehicles to have stopped.
Leschenault Drive North Level Crossing
1. Flashing light warning signals are provided at this level crossing. There are level crossing Speed Restriction Signs of 10 km/h on the Up approaches from the Alcoa and Worsley Alumina Sidings.
2. For Down Rail Traffic, the flashing light warning signals will commence to operate provided that No. 303 Down Controlled Absolute Signal is at proceed.
3. For Down direction Rail Traffic movements to the Worsely Out road the flashing light warning signals will commence to operate when Rail Traffic occupies track circuit YG. Rail Traffic must not stop short of the crossing, except in an emergency, and must proceed to signal No. 307 and straddle the crossing until signalled forward.
4. For down direction Rail Traffic movements to the Alcoa Out road the flashing light warning signals will commence to operate when Rail Traffic occupies track circuit YF. Rail Traffic must not stop short of the crossing, except in an emergency, and must proceed over the crossing.
5. For Up Rail Traffic, the flashing light warning signals will commence to operate provided that Up Controlled Absolute Signal No. 298, 300, 302 or 320 is at proceed.
6. In the event of it being necessary to authorise Rail Traffic to pass No. 303 Down Controlled Absolute Signal or No. 298, 302, 300 or 320 Up Controlled Absolute Signal at STOP, due to a signal failure or other cause, definite instructions must be given by the Network Controller to the Rail Traffic Crew not to pass over the crossing until satisfied that the flashing light warning signals are operating and road vehicles have stopped. To ensure this, it will be necessary for the Rail Traffic Crew, on being authorised to pass the signal at STOP, to move forward until the leading end of the Rail Traffic has passed the signal and then again stop to allow sufficient time for the flashing light warning signals to operate and road vehicles to have stopped.
7. When Up Rail Traffic is directed from either Signal No. 300 or 320 with the intent to use Signal No. 307 to shunt back into Worsley Alumina Sidings, the rail Traffic must not clear the level crossing island track circuit. To ensure this does not happen, it will be necessary for the Rail Traffic Crew to move forward in the Up direction until the trailing end of the Rail Traffic has passed signal No. 307 and then stop. With the Rail Traffic straddling the roadway the flashing lights will continue to flash until the Rail Traffic has set back completely past No. 307 signal.
Leschenault Drive South Level Crossing
1. Flashing light warning signals are provided at this level crossing.
2. For Down Rail Traffic, the flashing light warning signals will commence to operate automatically when the train occupies track circuit YM.
3. For Up Rail Traffic, the flashing light warning signals will commence to operate provided No. 318 Up Controlled Absolute Signal is at proceed.
4. In the event of it being necessary to authorise Rail Traffic to pass No. 318 Up Controlled Absolute Signal at STOP, due to a signal failure or other cause, definite instructions must be given by the Network Controller to the Rail Traffic Crew not to pass over the crossing until satisfied that the flashing light warning signals are operating and road vehicles have stopped. To ensure this, it will be necessary for the Rail Traffic Crew, on being authorised to pass the signal at STOP, to move forward until the leading end of the Rail Traffic has passed the signal and then again stop to allow sufficient time for the flashing light warning signals to operate and road vehicles to have stopped. | 1098 | 175 |
| PICTON (Container) | CONTAINER TERMINAL | PICTON (CONTAINER TERMINAL)
1. This location provides access to the Koppers sleeper siding.
2. Access to the Container Terminal is available via No.521 Points and Catchpoints at the Picton Junction end of this station only.
Picton - Boyanup Road Level Crossing
1. Flashing light warning signals and half boom gates are provided at this level crossing.
2. For Up Rail Traffic, the flashing lights warning signals will commence to operate provided No.18 Up Controlled Absolute Signal is at "Proceed".
3. For a movement from the Picton Container Terminal, the flashing light warning signals will commence to operate as soon as the locomotive or leading vehicle of the Rail Traffic passes No.16 Up Controlled Absolute Signal.
4. A speed limit of 25km/h will apply to all movements from the Picton Container Terminal until the leading vehicle or the locomotive has reached the level crossing.
5. For Down Rail Traffic, the flashing light warning signals will commence to operate provided No.11 Down Departure or No.11 Down Shunt Signal is at "Proceed".
6. In the event of it being necessary to authorise Rail Traffic to pass No.11 Down Controlled Absolute or No.11 Down Shunting Signal or No.18 Up Controlled Absolute Signal or No.16 Up Controlled Absolute Signal at the STOP aspect, due to a signal failure or any other cause, definite instructions must be given by the Network Controller to the Rail Traffic Crew not to proceed over the Picton - Boyanup Road level crossing until satisfied that the flashing light warning signals and boom gates are operating. To ensure this, it will be necessary for the Rail Traffic Crew, on being authorised to pass the signal at "STOP", to move forward until the leading end of the Rail Traffic has passed the signal and then again stop to allow sufficient time for the flashing light warning signals and boom gates to operate correctly and road vehicles to have stopped.
7.The Network Controller must not place No, 18 Controlled Absolute signal at proceed after the passage of a down service while that down sevice is ocupying "XD" track as this would cause this level crossing protection to activate until an Up service passes over the crossing.
CSBP Works Access Road Picton (Crossing No. 329)
1. Flashing light warning signals , bells and half boom gates are provided at this level crossing.
2. This is a two (2) track level crossing
3. Two (2) Driver Proceed Indicators are provided on the yard line.
4. Driver Proceed Indicator No.1 is installed on the yard line down approach. Driver Proceed Indicator No.2 is installed on the yard line Up approach.
5. Rail Traffic must not pass a Driver Proceed Indicator displaying a red indication. All Rail Traffic requiring to proceed over the level crossing must stop at a Driver Proceed Indicator displaying a red indication, activate the level crossing flashing lights and then proceed past the Driver Proceed Indicator only when a yellow indication is displayed. On activation of the flashing lights, a delay between 10-25 seconds will pass before the yellow indication is displayed on the Driver Proceed Indicator
6. The manual push button unit is mounted on each driver proceed indicator compromises of a pair of start/stop buttons. The start button is to be pressed to activate the flashing lights.
7. The stop button is to be pressed only if the flashing lights have been activated and require to be deactivated because the train will not proceed across the level crossing. Once pressed the driver proceed indicator will immediately display a red indication and the flashing lights will continue to flash for 30 seconds before extinguishing.
8. The CSBP yard driver proceed indicators nos.1 and 2 have a notice board located on the driver proceed indicator post that reads as follows:
STOP
Activate Level Crossing
Lights
9. There are two flag attendant manual operation switches. One is mounted on the side of the equipment case at the level crossing and another one is mounted diagonally opposite the level crossing on a post. Either can be used to activate the level crossing flashing lights. To deactivate the flashing lights the manual switch is required to be turned to its "off" position.
10. In the event of a system failure where the Driver Proceed Indicator is not illuminated or fails to give a yellow indication, the level crossing is to be protected in accordance with Rule 2015 section 9.1. Such failures are to be reported to Network Control at the first practical opportunity.
Forrest Avenue Level Crossing
1. Flashing light warning signals and half boom gates are provided at this level crossing with a predictor.
2. A 30km/h level crossing speed restriction sign is situated on the Up approach approximately 260 metres from the level crossing. | 0 | 177 |
| BUNBURY Terminal | Terminus for Transwa Australind services | BUNBURY PASSENGER TERMINAL
1. This is the terminus of the Centralised Traffic Control section from Armadale.
2 A red light is fixed to the buffer stop at the end of the section. | 0 | 180 |
| MILLENDON JUNCTION | RailBAM/Wheel Condition Monitor/ThermalCAM: 26.7KM POST | MILLENDON JUNCTION
(28 km from East Perth Terminal)
1. This is the junction of the dual gauge line to Avon Yard and the narrow gauge single line to Geraldton.
2. A dual gauge crossover from the Down to the Up Dual Gauge Main Line is provided, for Up direction Rail Traffic, at this Junction.
3. Station Limits signs have been installed to define Station Limits during Single Line Working for movements in the wrong running direction.
PADBURY AVENUE LEVEL CROSSING (BG166)
1. Flashing light warning signals, bells and half boomgates are provided at this level crossing.
2. For approaching Down Rail Traffic, the flashing light warning signals, bells and half boomgates will commence to operate provided No.4R Down Controlled Absolute Signal is at “Proceed”.
3. For an approaching Up Rail Traffic ex Muchea, the flashing light warning signals, bells and half boomgates will commence to operate providing No.4L Up Controlled Absolute Signal is at “Proceed”.
4. For an approaching Up Rail Traffic ex Jumperkine, the flashing light warning signals, bells and half boomgates will commence to operate providing No.6L Up Controlled Absolute Starting Signal is at “Proceed”.
5. In the event of it being necessary to authorise Rail Traffic to pass No.4R Down Controlled Absolute Signal, No.4L Up Controlled Absolute Starting Signal or No.6L Up Controlled Absolute Signal at the STOP aspect, due to a signal failure or other cause, definite instructions must be given by the Network Controller to the Rail Traffic not to proceed over the Padbury Avenue level crossing until satisfied that the boomgates are properly lowered. To ensure this, it will be necessary for the Rail Traffic Crew, on being authorised to pass the signal at STOP, to move forward until the leading end of the Rail Traffic has passed the signal and then again stop to allow sufficient time for the the boomgates to be lowered. | 0 | 28 |
| MILLENDON | NON CROSSING LOCATION | MILLENDON JUNCTION - GERALDTON RAILWAY (MR)
1. This railway is operated according to the Rules applicable to Centralise Traffic Control and Train Order Working over the sections as listed below:-
a. Centralise Traffic Control:-
Narngulu - Geraldton
b. Train Order Working:-
Millendon - Narngulu (Exclusive)
Dongara - Eneabba
MILLENDON
1. This location is within Station Limits of Millendon Junction.
2. This is a Train Order Non Crossing Station.
3. Separate notice signs inscribed "Commencement of Train Order Territory" for Down Rail Traffic and "End of Train Order Territory" for Up Rail Traffic are located 2.750km at the Narngulu end of the station.
4. Station Limits Signs are provided at the 2.750km at the Narngulu end of the station.
5. Train Order Non Crossing Station indicator signs, are erected approximately 500 metres from the Station Limits signs.
6. The Centralise Traffic Control terminates at the southern entrance to this location.
7. Rail Traffic Crews of Up Rail Traffic approaching Millendon must advise "Eastern Control" of their location which will then enable the Controller to clear the Up Controlled Absolute Signal to enable the Rail Traffic to proceed into Millendon Junction.
8. Down Rail Traffic must be in possession of a Train Order to proceed beyond the sign on the approach to Haddrill Road level crossing. The sign reads:
“Rail Traffic must be in possession of a Train Order to proceed beyond this point.”
Cathedral Avenue Level Crossing
1. Flashing light warning signals and a push button are provided at this level crossing.
2. For Up Rail Traffic, the flashing light warning signals will commence to operate when the Rail Traffic has passed the 40km/h speed restriction sign located on the Up approach 275 metres from the level crossing. | 534 | 2 |
| MUCHEA | Non Crossing Station | MUCHEA
1. This is a Train Order non Crossing Station.
2. Station Limits Signs are erected at the 25.990 km and 28.230 km.
3. Train Order non Crossing Station indicator signs are erected 500 metres from the Station Limits signs.
Brand Highway Level Crossing.
1. Flashing light warning signals are provided at this level crossing.
2. 40 kmh XING speed sign is installed approximately 672 metres from the main line down approach.
3. Two “Z” Track signs are installed on the main line down approach in Muchea yard. The first “Z” Track sign is approximately 113 metres from the level crossing. The second “Z” Track sign is approximately 163 metres from the level crossing. | 0 | 26 |
| CHANDALA | Non Crossing Station | CHANDALA
1. This is a Train Order non Crossing Station.
2. Station Limits Signs are erected at the 30.844 km and 31.800km.
3. Train Order non Crossing Station indicator signs are erected 500 metres from the Station Limits signs. | 0 | 31 |
| MOOLIABEENIE | CROSSING LOOP 586 MTRS. | MOOLIABEENIE
1. This is a Train Order Crossing Station.
2. Station Limits signs are erected approximately 485 metres from the main line facing points Millendon end and 70 metres Narngulu end.
3. Train Order Crossing Station indicator signs are erected approximately 500 metres from the Station Limits signs.
4.Round type point indicators are attached to the main line points.
5. A crossing loop is provided and is protected at each end by the derailers which are normally in the "Lock off" position when the siding is clear.
6. A refuge siding with access from the Narngulu end of the crossing loop is protected by a derailer.
7. A telephone cabin equipped with battery operated lighting is provided. | 586 | 66 |
| MOGUMBER | CROSSING LOOP 632 MTRS. | MOGUMBER
1. This is a Train Order Crossing Station
2. Station Limit signs are erected approximately 1035 metres from the main line facing points at the Millendon end of siding and 1000 metres at the Narngulu end.
3.Train Order Crossing Station indicator signs are erected approximately 500 metres from the Station Limits signs.
4. Round type point indicators are attached to all main line points.
5. The crossing loop is also used as the CBH loading line and is protected at each end by derailers which are normally in the "lock off" position. These derailers must be placed across the line and locked if vehicles are stowed in the loop and restored to the "lock off" position when the siding is clear.
6. A telephone cabin equipped with battery operated lighting is provided.
Mogumber Road West Level Crossing
1. Flashing light warning signals are provided at this level crossing.
2. A “Z” track is provided, approximately 60 metres on the Down approach to the level crossing, to prevent unnecessary flashing of the lights caused by Down Rail Traffic stopping on the main line.
3. Down Rail Traffic when engaged in the station work MUST stand with the locomotive on the “Z” track.
4. In accordance with Arc Infrastructure's Network Safeworking Rules and Procedures Rule 6007, Rail Traffic stopping at this station on the main Line must stop with the locomotive between the signs to prevent the unnecessary continued activation of the Level Crossing Protection.
5. Down Rail Traffic departing from the loop must not exceed 5 km/h until the level crossing has been reached. | 632 | 100 |
| MOORA | CROSSING LOOP 483 MTRS | MOORA
1. This is a Train Order Crossing Station with limited crossing facilities. The CBH complex is accessed from the Loop.
2. Round type point indicators are attached to the Main Line points and Square Type points indicator attached to the points leading from the loop to the CBH complex at the Millendon end.
3. Station Limits signs are erected 1100 metres from the main line facing points at Millendon end and 1070 metres at the Narngulu end.
4. Train Order Crossing Station indicator signs are erected approximately 500 metres from the Station Limits signs.
5. A telephone cabin equipped with battery operated lighting is provided approximately midway between the facing points.
6. The loop is protected at both ends by derailers which are normally in the “Lock Off” position. The derailers must be placed across the line and locked when vehicles are stowed in the siding and restored to the “Lock Off” position when the siding is clear.
7. The CBH siding is protected by “Lock On/Lock Off” scotch blocks with normal position “Lock Off”.
Atbara Street Level Crossing Moora
1. Flashing light warning signals and a Push Button are provided at this level crossing.
Clinch Street Level Crossing Moora
1. Flashing light warning signals are provided at this level crossing. | 483 | 146 |
| CAIRN HILL | SIDING CLOSED AND MAINLINE POINTS CLIPPED UNTIL FURTHER NOTICE 02/03/10 | CAIRN HILL
1. This is a Train Order Crossing Station. This is a Private siding and not available for Crossings, the facing points have been clamped in the Normal position.
2. Station Limits signs are erected approximately 400 metres from the main line facing points Millendon end and 550 metres Narngulu end.
3.Train Order Crossing Station Indicator signs are erected approximately 500 metres from the Station Limits signs.
4. Round type point indicators are attached to all main line points.
5. Telephone cabins equipped with battery operated lighting is provided at each end of the siding.
6. The loop is protected at each end by derailers which are normally in the "Lock Off" position. These derailers must be placed across the line and locked if vehicles are stowed in the loop and restored to the "Lock Off" position when the siding is clear. | 0 | 161 |
| COOMBERDALE | CROSSING LOOP 539 MTRS. DRIFT UP DIRECTION. | COOMBERDALE
1. This is a Train Order Crossing Station with limited crossing facilities only. In addition to the main line, a CBH siding with limited standing room is provided and is protected at both ends by derailers which are normally in the "Lock off" position. These derailers must be placed across the line and locked if vehicles are stowed in the siding and restored to the "lock off" position when the siding is clear.
2. Station Limits signs are erected approximately 1000 metres from the main line facing points at Millendon end and 1020 metres at Narngulu end.
3.Train Order Crossing Station Indicator signs are erected approximately 500 metres from the Station Limits signs.
4. Round type point indicators are attached to all main line points.
5. A telephone cabin equipped with battery operated lighting is provided towards the Northern end of the Main Line. | 539 | 166 |
| WATHEROO | CROSSING LOOP 601 MTRS. | WATHEROO
1. This is a Train Order Crossing Station with limited crossing facilities.
2. Station Limits signs are provided at the following locations:-
a. Approximately 1000 metres from the facing points at the Millendon end.
b. Approximately 805 metres from the facing points at the Narngulu end.
3.Train Order Crossing Station Indicator signs are erected approximately 500 metres from the Station Limits signs.
4. Round type point indicators are attached to all main line points.
5. A telephone cabin equipped with battery operated lighting is provided approximately midway between the facing points.
6. The crossing loop is also used as the CBH loading line and is protected at each end by derailers which are normally in the "Lock Off" rail position. These derailers must be placed across the line and locked if vehicles are stowed in the loop and restored to the "Lock Off" position when the siding is clear. | 601 | 185 |
| MARCHAGEE | CROSSING LOOP 473 MTRS. CBH SDG. DRIFT DOWN DIRECTION. | MARCHAGEE
1. This is a Train Order Crossing Station with limited crossing facilities.
2. Station Limits signs are erected as under:-
a. Approximately 1000 metres from the main line facing points at the Millendon end of the station.
B. Approximately 1030 metres from the main line facing points at the Dongara end of the station.
3. Train Order Crossing Station Indicator signs are erected approximately 500 metres from the Station Limits signs.
4. A telephone cabin equipped with battery operated lighting is provided between the main line and Loop towards the southern end of the siding.
5. The Loop is protected by derailers at both ends. A lock on/off scotch block is also provided on the CBH Dead End to allow stabling of track machines. The derailers and scotch block must be locked ON if vehicles are stowed in the Loop or Dead End and locked OFF when the siding is clear.
Midlands Road Level Crossing
1. Flashing light warning signals are provided at this level crossing.
2. A “Z” track is provided, 37 metres on the south side of the staff cabin, to prevent unnecessary continuous flashing of the lights caused by Up Rail Traffic stopping on the Main Line.
3. All Up Rail Traffic entering the Station on the main line MUST stand with the locomotive on portion of the “Z” track when engaged in station work.
4. Up Rail Traffic departing from the loop, or Up stopping Rail Traffic traversing the Main Line must not exceed 5 kph until the level crossing has been reached.
5. Down Rail Traffic arriving or shunting on main line must not leave vehicles standing between the level crossing and the “Z” track. | 473 | 214 |
| COOROW | CROSSING LOOP 742 MTRS. CBH SDG. DRIFT DOWN DIRECTION | COOROW
1. This is a Train Order Crossing Station.
2. 2. Station Limits signs are erected as follows:
a. Approximately 1113 metres South of the Main Line facing points.
b. Approximately 1000 metres from the main line facing points.
3. Train Order Crossing Station Indicator signs are erected approximately 500 metres from the Station Limits signs.
4. Round type point indicators are attached to all Main Line points.
5. A crossing loop is provided and at both ends is protected by scotch blocks which are normally in the "off-rail" position. These scotch blocks must be placed across the line and locked if vehicles are stowed on the loop.
6. Access to the CBH siding is gained from the loop, the CBH is protected by a scotch block which is in the "Off Rail" position. The public road within the CBH siding is protected by derailers which are normally in the "Lock Off" position. These derailers must be placed across the track and locked if wagons are stored in the siding and restored to the "Lock Off" position when the siding is clear.
7. A telephone cabin equipped with battery operated lighting is provided. | 742 | 234 |
| CARNAMAH | CROSSING LOOP 914 | CARNAMAH
1. This is a Train Order Crossing Station with limited crossing facilities.
2. A telephone cabin equipped with battery lighting is provided.
3. Station Limits signs are erected as follows:
a. Approximately 1330 metres from the facing points at the Millendon end.
b. Approximately 1000 metres from the facing points at the Narngulu end of the CBH siding.
4. Train Order Crossing Station Indicator signs are erected approximately 500 metres from the Station Limits signs.
5. Round type point indicators are attached to all main line points.
6. The crossing loop is also used as the CBH loading line and is protected at each end by derailers which are normally in the “Lock Off” position. These derailers must be placed across the line and locked if vehicles are stowed in the loop and restored to the “Lock Off” position when siding is clear. | 914 | 262 |
| THREE SPRINGS | MAIN LINE 530 MTRS. CROSSING LOOP 515 MTRS. | THREE SPRINGS
1. This is a Train Order Crossing Station.
2. The Talc Siding situated on the Millendon side of the station yard is within station limits of Three Springs.
3. Station Limits signs are erected as follows:
a. Located at the 281.500 km from the facing points at the Millendon end of the Talc Siding.
b. Approximately 1000 metres from the facing points giving access to the Loop at the Narngulu end of the station.
4. Train Order Crossing Station indicator signs are erected approximately 500 metres from the Station Limits signs.
5. Round type point indicators are attached to all main line points.
6. Due to a steep falling grade towards Three Springs, Rail Traffic Crews of all “UP” Rail Traffic must have their Rail Traffic especially under control and be prepared to stop at the Station Limits sign if shunting operations are in progress.
7. A crossing loop, middle road and CBH sidings are provided.
8. Access to the Talc siding is gained from either the main line or an extension of the loop.
9. Access to the middle and CBH roads is gained from the loop and each road is protected by a scotch block.
10. A lock on/off scotch block is provided on the super siding to protect Slaughter Street level crossing.
11. A telephone cabin equipped with electrical lighting is provided at the south end of the station platform.
Slaughter Street Level Crossing
1. Flashing light warning signals, bells and half boom gates are provided at this level crossing. A level crossing Speed Restriction sign of 25kph on the main line up approach at approximately 317m. A level crossing Speed Restriction sign of 25kph on the main line down approach at approximately 344m. A level crossing Speed Restriction sign of 10kph on loop line approximately 134m.
2. This is a two (2) track level crossing.
3. Four (4) Driver's Proceed Indicators, two on the main line (No. 3 and 4) and 2 on the siding line (No.1 and 2), are provided at this level crossing.
4. Driver's Proceed Indicators No 3 and 4 are installed on the main line with radio controls. Driver Proceed Indicator No.3 is for the down approach and Driver Indicator No 4 is for the Up approach.
5. Rail Traffic must not pass a Driver's Proceed Indicator displaying a red indication. All Rail Traffic requiring to proceed over the level crossing must stop at a Driver's Proceed Indicator displaying a red indication, activate the level crossing flashing lights and then proceed past the Driver's Proceed Indicator only when a yellow indication is displayed. On activation of the flashing lights, a delay between 10-25 seconds will pass before the yellow indication is displayed on the Driver's Proceed Indicator.
6. Rail Traffic on the main line approaching the level crossing will normally automatically activate the flashing light warning signals and the Driver's Proceed Indicator will show a yellow indication. If a main line Driver's Proceed Indicator does not immediately change to a yellow indication on approach to the crossing Rail Traffic Crews should be prepared to stop at the red indication and activate the level crossing controls by using radio or push button.
7. To activate the flashing lights (after they have been deactivated) for Rail Traffic approaching the level crossing on the main line either the start button mounted on the Driver's Proceed Indicator or a radio signal must be used.
8. Driver's Proceed Indicators nos. 1 and 2 are installed on the siding line with radio controls. Driver Proceed Indicator No. 1 is for the down approach and Driver Proceed indicator No. 2 is for the Up approach.
9. To activate the flashing lights for Rail Traffic approaching the level crossing to and from the siding either a radio signal or a manual push button unit mounted on the Driver's Proceed Indicator must be used.
10. The manual push mounted on each Driver's Proceed Indicator comprises of a pair of start/stop buttons. The start button is to be pressed to activate the flashing lights.
11. The stop button is to be pressed only if the flashing lights have been activated and require to be deactivated because the Rail Traffic will not proceed across the Driver's Proceed Indicators will immediately display a red indication and the flashing lights will continue to flash for 30 seconds for siding and 60 seconds for main line train before extinguishing.
12. The radio signal is transmitted via the locomotive's UHF Radio keypad by keying the site Activation number. The activation number is displayed on Driver's Proceed Indicator post. The radio code is 246 for the main line and 148 for the siding.
13. The loop line Driver's indicator No 1 and 2 have noticed board located on the Driver's Proceed Indicator post that reads as follows:
STOP
Activate Level Crossing
Lights
14. There are two Flag Attendant manual switches. One is mounted on the side of the equipment case at the level crossing and another one is mounted diagonally opposite the level crossing on a post. Either can be used to activate the level crossing flashing lights. To deactivate the flashing lights the manual switch is required to be turned to its "Off" position.
15. In the event of a system failure where the Driver's Proceed Indicator is not illuminated or fails to give a yellow indication the level crossing is to be protected by a Competent Worker. Such failures are to be reported to Network Control at the first practical opportunity.
Glyde Street Level Crossing
1. Flashing light warning signals are provided at this level crossing. | 515 | 284 |
| ARRINO | CROSSING LOOP 560 METRES. CBH SDG 527 METRES. DRIFT DOWN DIRECTION | ARRINO
1. This is a Train Order Crossing Station with limited crossing facilities.
2. Station Limits signs are erected as follows:
a. 1130 metres from the facing points at the Millendon Junction end.
b. 1000 metres from the facing points at the Narngulu end.
3. Train Order Crossing Station Indicator signs are erected 500 metres from the Station Limits signs.
4. A telephone cabin with battery powered lighting is provided adjacent to the CBH installation.
5. The crossing loop is also used as the CBH loading line and is protected at each end by derailers which are normally in the “Lock Off” rail position. These derailers must be placed across the line and locked if vehicles are stowed in the loop and restored to the “Lock Off” position when siding is clear. | 560 | 302 |
| YANDANOOKA | NON CROSSING STATION | YANDANOOKA
1. This is a Train Order Non Crossing Station.
2. Station Limits signs are erected at 317.800 km and 319.200 km.
3. Train Order Non Crossing Station indicator signs are erected 500 metres from the Station Limits signs.
4. A telephone cabin with battery powered lighting is provided adjacent to telephone pole 318.08. | 0 | 319 |
| MINGENEW | CROSSING LOOP 1240 MTRS. CBH SDG. DRIFT DOWN DIRECTION. | MINGENEW
1. This is a Train Order Crossing Station.
2. Station Limits signs are erected 2470 metres from the facing points giving access to the CBH siding at the Three Springs end and 1000 metres from the facing points at the Narngulu end of the station.
3. Train Order Crossing Station Indicator signs are erected 500 metres from the Station Limits signs.
4. Due to limited visibility from the south end Station Limits sign to facing points, Rail Traffic Crews in the down direction must exercise extreme caution when approaching the siding.
5. Telephone and battery operated lighting facilities are provided in the Train Order Shed near the old station building. A Train Order Shed with telephone and battery operated lighting facilities is also provided at the south end of CBH siding to facilitate Train Order Working.
6. Round type point indicators are attached to all main line points.
7. A lock off derailer is provided near the CBH silo to protect Boolinda Road Crossing and is sited approximately 80 metres south of the road crossing. The derailer must be placed across rail and locked when wagons are stowed at CBH Siding. Extreme care must be exercised when shunting the silo due to the falling gradient towards the station yard.
8. Access to the CBH is gained from the main and is protected at both ends by derailers which are normally in the “lock off” position. These derailers must be placed across the line and locked if wagons are stowed in the CBH and restored to the “lock off” position when the siding is clear.
9. A refuge siding is provided off the northern end of the CBH siding and is protected by a scotch block.
10. A private dead end siding for servicing Watco rollingstock is provided with access from the CBH siding.
Boolinda Road Level Crossing Mingenew (Crossing No. 583) 337.614km
1. Flashing light warning signals, bells and half boom gates are provided at this level crossing. A Level Crossing Speed Restriction sign of 30kmh on the main line down approach at approximately 389m. A Level Crossing Speed Restriction sign of 30kmh on the main line up approach at approximately 389m from the level crossing.
2. This is a two (2) track level crossing.
3. Four (4) Driver’s Proceed Indicators, two on the main line (Nos. 1 and 2) and two on the CBH Siding line (Nos. 3 and 4), are provided at this level crossing.
4. Driver’s Proceed Indicators Nos. 1 and 2 are installed on the main line with radio controls. Drivers Proceed Indicator No. 1 is for the down approach and Drivers Proceed Indicator No. 2 is for the up approach.
5. Rail Traffic must not pass a Driver’s Proceed Indicator displaying a red indication. All Rail Traffic requiring to proceed over the level crossing must stop at a Driver’s Proceed Indicator displaying a red indication, activate the level crossing flashing lights and then proceed past the Driver’s Proceed Indicator only when a yellow indication is displayed. On activation of the flashing lights, a delay between 10-25 seconds will pass before the yellow indication is displayed on the Driver’s Proceed Indicator.
6. Rail Traffic on the main line approaching the level crossing will normally automatically activate the flashing light warning signals and the Driver’s Proceed Indicator will show a yellow indication. If a main line Driver’s Proceed Indicator does not immediately change to a yellow indication on approach to the crossing Rail Traffic Crews should be prepared to stop at the red indication and activate crossing controls by using radio or push button.
7. The radio signal is transmitted via the locomotive’s UHF radio keypad by keying in the site activation number. The activation number is displayed on the Driver’s Proceed Indicator post. The radio code is 148.
8. To activate the flashing lights (after they have been deactivated) for Rail Traffic approaching the level crossing on the main line either the start button mounted on the Driver’s Proceed Indicator or a radio signal must be used.
9. Driver’s Proceed Indicators Nos. 3 and 4 are installed on CBH siding line. Driver’s Proceed Indicator No. 3 is for the down approach and Driver’s Proceed Indicator No. 4 is for the up approach.
10. To activate the flashing lights for Rail Traffic approaching the level crossing to and from the CBH siding a manual push button unit mounted on the Driver’s Proceed Indicator must be used.
11. The manual push button unit mounted on each Driver’s Proceed Indicator compromises of a pair of start / stop buttons. The start button is to be pressed to activate the flashing lights.
12. The stop button is to be pressed if the flashing lights have been activated and require to be deactivated should the Rail Traffic not immediately proceed across the level crossing, on either the Main Line or on the CBH siding line. Once pressed the Driver’s Proceed Indicators will immediately display a red indication and the flashing lights will continue to flash for 30 seconds before extinguishing on the CBH siding line and 60 seconds on the Main Line.
13. The CBH Driver’s Proceed Indicators Nos. 3 and 4 have a notice board located on the Driver’s Proceed Indicator post that reads as follows:
STOP
Activate Level Crossing
Lights
14. There are two flag attendant manual operation switches. One is mounted on the side of the equipment case at the level crossing and another one is mounted diagonally opposite the level crossing on a post. Either can be used to activate the level crossing flashing lights. To deactivate the flashing lights the manual switch is required to be turned to the “Off” position.
15. In the event flashing lights fail to activate when called then the stop button on the relevant Drivers Proceed Indicator is to be pressed followed by the start button.
16. In the event of a system failure where the Driver’s Proceed Indicator is not illuminated or fails to give a yellow indication, the level crossing is to be protected by a Competent Worker. Such failures are to be reported to Network Control at the first practical opportunity. | 1240 | 338 |
| STRAWBERRY | NON CROSSING STATION | STRAWBERRY
1. This is a Train Order Non Crossing Station.
2. Station Limits signs are erected adjacent to telephone poles 363.72 and 364.703.
3. Train Order Non Crossing Station Indicator signs are erected approximately 500 metres from the Station Limits signs. | 0 | 364 |
| IRWIN | NON CROSSING STATION | IRWIN
1. This is a Train Order Non Crossing Station.
2. Station Limits signs are erected adjacent to telephone poles 375.530 and376.512.
3. Train Order Non Crossing Station indicator signs are erected approximately 500 metres from the Station Limits signs.
4. A telephone cabin with battery powered lighting is provided midway between the Station Limits signs. | 0 | 376 |
| DONGARA | MAIN LINE 794 METRES. BRANCH MAIN 794 METRES. | DONGARA
1. This station is the junction for the Eneabba Branch and is a Train Order Crossing Station.
2. The crossing of Rail Traffic is facilitated by use of the Midland Railway Main Line and the Eneabba Branch Main Line.
3. A siding is provided, access to which is gained from the Branch Main and is protected at each end by derailers. These derailers, which are normally in the “Lock Off” position, must be placed across the line and locked when rail vehicles are stowed in the siding and restored to the “Lock Off” position when the siding is clear.
4. Self restoring points are provided on the junction points, north end of Dongara.
5. “Normal” setting of the points will be for the Main Line.
6. Rail Traffic travelling to or from the Branch Main Line will require manual operation of the push button located in the push button case adjacent to the points.
7. A duplicate push button control box is located in the Train Order Shed.
8. Instructions for the operation of self-restoring points are contained in Arc Infrastructure’s Network Safeworking Rules and Procedures 9022 Operation of Self Restoring Points.
9. Round type point indicators are attached to all other Main Lime points.
10. Station Limits signs are erected as follows:
a. 50 metres from the facing points for Rail Traffic approaching from Three Springs
b. 75 metres from the first set of trailing points for Rail Traffic approaching from Eneabba
c. 50 metres from the junction points at the Narngulu end of the station.
11. Train Order Crossing Station indicator signs are erected 500 metres from the Station Limits signs in each direction.
12. Telephone and electric lighting facilities are provided in the Train Order shed.
13. SPECIAL INSTRUCTION FOR CROSSING OF TRAINS
a. When a Train Order has been issued for a train to proceed through Dongara on the Main Line, then any train approaching the station from the Eneabba Branch must only be issued with a Train Order to the Eneabba Branch Station Limits sign.
B. When a Train Order has been issued for a train to proceed through Dongara, either to or from the Eneabba Branch, then any train approaching the station from Midland line must only be issued with a Train Order to the Midland line Station Limits sign.
C. On arrival at the Station Limits sign, the Rail Traffic Crew must contact the Network Controller for permission to enter the station. | 794 | 394 |
| BOOKARA | NON CROSSING STATION | BOOKARA
1. This is a Train Order Non Crossing Station.
2. Station Limits signs are erected as follows:
* Narngulu end - 20 metres north of telephone post 418.083km
* Millendon end - 20 metres south of telephone post 419.080km
3. Train Order Non Crossing Station indicator signs are erected 500 metres from the Station Limits signs.
4. A telephone cabin with battery operated lighting and PABX telephone is located at telephone post 419.02. | 0 | 419 |
| WALKAWAY | CROSSING LOOP 529 METRES. | WALKAWAY
1. This is a Train Order Crossing Station.
2. Self restoring main line points are provided at both ends of the crossing loop. “Lock on / Lock off” derailers are provided with normal position being “Lock off”. The derailers must be placed across the line and locked when rail vehicles are stowed on the Loop and restored to the “Lock Off” position when the Loop is clear.
3. Station Limits signs are erected 100 metres from the facing points for Rail Traffic approaching from Dongara and 50 metres from the facing points for Rail Traffic approaching from Narngulu.
4. Train Order Crossing Station indicator signs are erected approximately 500 metres from the Station Limits signs.
5. A telephone cabin with battery powered lighting is provided midway between the facing points, between the Main Line and the Loop.
6. The railway bridge over the Greenough River 30m south of this station is not provided with a pedestrian walkway, and caution is directed to all employees required to cross this bridge.
7. A ballast siding is provided with access from the Loop and is protected by derailers which are normally in the “lock off” position. The derailers must be placed across the line and locked if rail traffic is stowed in the siding and restored to the “lock off” position when the siding is clear. | 529 | 433 |
| NARNGULU | MILLENDON AND MULLEWA MAINS 1329 MTRS. | NARNGULU
(13 km from Geraldton)
1. This station is a junction for MR and Mullewa line.
2. The signalling and interlocking at Narngulu is controlled from Midwest Control.
3. Following Rail Traffic moves are allowed in the block section from Narngulu to Geraldton. Departure Signal 71 or 73 are allowed to clear once the Rail Traffic in advance has passed the intermediate Signal U6.
4. Points 531 and 534 will automatically restore to normal after a Rail Traffic movement over them.
5. Admittance to the Aurizon Narngulu yard is governed via:
a. Signal 70 shunt cleared for No. 1 road for down direction Rail Traffic from Geraldton.
b. Switchlock 537 for down direction Rail Traffic from Geraldton.
c. Switchlock 538 or 547 for up direction Rail Traffic from Mullewa or down direction Rail Traffic from Millendon.
6. Admittance to the Narngulu triangle is governed via;
a. Switchlock 536 for down direction Rail Traffic from Geraldton.
b. Switchlock 541 for up direction Rail Traffic from Mullewa or down direction Rail Traffic from Millendon.
7. The operation of the Switchlocks 536, 537, 538 and 541 are as per Procedure 9024 Operation of Switchlocks of the Arc Infrastructure's Network Safeworking Rules and Procedures.
8. The access to the yard from eastern extremity is controlled by Switchlock 547. When required for shunting operation from either Signal 95 or Signal 97 following procedure must be observed –
a. Request use of the switchlock from Midwest Control.
B. On receipt of permission, open the switchlock door, and on observing the free indication turn the small handle to the left position, set the points in the required direction, turn small handle in the switchlock to the right, close and secure switchlock door;
c. A Train Acceptance Button (TAB) is provided on the side wall of the switchlock, which, when pressed, will permit a proceed indication to be exhibited in either Signal 95 shunt or Signal 97 shunt subject to the Network Controller having operated the relevant button at the console;
d. The TAB button must be depressed until such time as the leading vehicle of the Rail Traffic has passed over Rudds Gully level crossing.;
e. When the last vehicle is clear of the points the switchlock door is reopened, small handle turned left, points restored to normal, small handle turned to right, switchlock door closed and secured and the Midwest Control advised accordingly.
9. Midwest Control should avoid holding Rail Traffic at No 97 signal to prevent obstructing Arthur Road level crossing.
10. Train Order Working is in force on MR line for up rail Traffic behind Signal 99. “COMMENCEMENT OF TRAIN ORDER TERRITORY” notice sign for UP direction Rail Traffic and “END OF TRAIN ORDER TERRITORY” notice sign for down direction Rail Traffic are provided at this location.
11. Shunt movement within Narngulu can be made up to limit of shunt sign erected at 451.104 km on Millendon mainline without in possession of a Train Order.
12. All rail traffic movements (except Road Rail Vehicles) beyond the limit of shunt sign must be in possession of a Train Order.
Rudds Gully Road Level Crossing 13.658 km
1. Flashing light warning signals, bells and half boom gates are provided at this level crossing.
2. Following speed restrictions are applicable to this crossing:
a. 40 kph for both up and down approaches from the Mullewa Main
b. 40 kph for up approach from the Millendon Main
c. 45 kph for down approach from the MR line
3. For down Rail Traffic on the Mullewa line the flashing light warning signals, bells and boom gates will commence to operate 317 metres from the crossing provided Signal 90 is at proceed.
4. For up Rail Traffic on the Mullewa line the flashing light warning signals, bells and boom gates will commence to operate when the Rail Traffic passes Signal 97.
5. For down Rail Traffic on the MR line the flashing light warning signals, bells and boom gates will commence to operate when the Rail Traffic is at 354 m from the crossing irrespective of the condition of Signal 95. The level crossing warning signals will cease and boom gates will rise after a time delay of 45 seconds when Signal 95 is at STOP. The flashing light warning signals will commence to operate again when Signal 95 is set. To ensure that the booms are completely descended, Signal 95 will clear to after a time delay of 15 seconds.
6. For up Rail Traffic on the Millendon line the flashing light warning signals, bells and boom gates will commence to operate 317 metres from the crossing provided Signal 92 is at proceed.
7. Rail Traffic must not stop short of the crossing, except in an emergency, and must proceed over the crossing.
8. In the event of it being necessary to authorise Rail Traffic to pass Signal 90 or 92 or 95 at STOP, due to a signal failure or other causes, the Rail Traffic Crew is not to pass over the crossing until satisfied that the flashing light warning signals are operating and road vehicles have stopped. To ensure this, it will be necessary for the Rail Traffic Crew, on being authorised to pass the signal at STOP, to move forward until the leading end of the Rail Traffic has passed the signal and then again stops to allow sufficient time for the flashing lights warning signals to operate and road vehicles to have stopped.
9. For all movements over the level crossing the crossing will recover automatically when the whole of the Rail Traffic has passed over the level crossing.
Geraldton–Walkaway Road Level Crossing 13.827 km
1. Flashing light warning signals, bells and half boom gates are provided at this level crossing.
2. Following speed restrictions are applicable to this crossing:
a. 40 kph for both down approaches from Mullewa and Millendon Main
b. 45 kph for up approach from Mullewa Mainline
3. For down Rail Traffic the flashing light warning signals, bells and boom gates will commence to operate automatically once the Rail Traffic passes Signal 90 or 92.
4. For up Rail Traffic the flashing light warning signals, bells and boom gates will commence to operate when the Rail Traffic is at 354 metres from the crossing irrespective of the condition of the Signal 97. The level crossing warning signals will cease and boom gates will rise after a time delay of 45 seconds when Signal 97 is at stop. The flashing light warning signals will commence to operate again when Signal 97 is set. To ensure that the booms are completely descended, Signal 97 will clear to proceed after a time delay of 15 seconds.
5. Rail Traffic must not stop short of the crossing, except in an emergency, and must proceed over the crossing.
6. In the event of it being necessary to authorise Rail Traffic to pass Signal 97 at stop, due to a signal failure or other causes, the Rail Traffic Crew is not to pass over the crossing until satisfied that the flashing light warning signals are operating and road vehicles have stopped. To ensure this, it will be necessary for the Rail Traffic Crew, on being authorised to pass the signal at stop, to move forward until the leading end of the Rail Traffic has passed the signal and then again stops to allow sufficient time for the flashing lights warning signals to operate and road vehicle to have stopped.
7. For all movements over the level crossing the crossing will recover automatically when the whole of the Rail Traffic has passed over the level crossing.
Goulds Road Level Crossing 10.663 km
1. Flashing light warning signals, bells and half boom gates are provided at this level crossing.
2. The flashing light warning signals, bells and boom gates will operate automatically when a down or up Rail Traffic approaches the level crossing.
3. Midwest Control should avoid holding Rail Traffic at No 70 signal to prevent obstructing this level crossing.
4. Rail Traffic must not stop short of the crossing, except in an emergency, and must proceed over the crossing.
5. For all movements over the level crossing the crossing will recover automatically when the whole of the Rail Traffic has passed over the level crossing. | 1329 | 452 |
| TOODYAY WEST | CROSSING LOOP 1536 MTRS. | TOODYAY WEST
(89km from East Perth Terminal)
1. This is the junction of the Miling Branch line.
2. This is also a Train Order Station.
3. Signs depicting the start and end of Train Order Territory are situated adjacent to 16L Signal. A telephone is located in the building on the west side adjacent to No. 16L Up Controlled Absolute Signal.
4. To facilitate the fulfilling of Train Orders for Up services, a Station Limits sign is located adjacent to the start and end of Train Order Territory sign. Rail Traffic must not pass the Station Limits sign without the permission of Eastern Network Control.
5. The points and signals are operated by the Eastern Control.
6. Due to structural clearance restrictions, Up Controlled Absolute signal 4LB from the Loop to the Up main is a ground mounted Controlled Absolute Signal, its reflectorized marker plate is mounted directly above the signal light, and the coloured aspects are arranged as for ground mounts shunt signals, with Red uppermost then Yellow and Green at the bottom, this is to ensure the Red aspect is most visible.
7. The detaching and leaving of wagons or any other type of rolling stock on the bypass line is strictly prohibited without the approval of Arc Infrastructures Head of Operations and Customer Management.
8. Extreme care must be exercised in the event of it being necessary to operate the motorised points by use of the crank handle to ensure that all points required for the passage of Rail Traffic are correctly aligned, i.e. standard or narrow gauge as the case may be for whichever gauge Rail Traffic the points are required. Special attention must be given to the movable “K” blades as it may be necessary to hand operate several point machines to set the required gauge correctly. The crank handle for the points at each end of the bypass line is located in the Annexe to the Relay Room adjacent to the points.
9. When Rail Traffic is required to shunt at this station the following procedure is to be observed: Eastern Control must be made fully aware of what is required and must not alter signals and points until advised by the person in charge of the shunting that it is safe to do so.
10. Up Refuge Siding (Switchlock controlled)
10.1 When it is necessary to shunt the Up refuge siding at Toodyay West the release of No.8 switchlock is obtained from Eastern Control in the normal manner and the small handle turned completely to the left. No.1 lever (facing point lock) must then be replaced in the frame and levers No.2 (main line facing points) , No.3 (movable “K” blades and catch point) and No.1 pulled over in that order. When shunting is completed and all is clear, levers No.1, 3 and 2 must be replaced in the frame and No.1 lever pulled over. The small handle in the switchlock must be turned completely over to the right, the switchlock secured and Eastern Control advised.
INSTRUCTIONS FOR LOCOMOTIVE RUN ROUND TOODYAY WEST
1. The Rail Traffic is to be admitted to the bi-directional loop and brought to a stand.
2. For shunt movements onto the Down Main the Network Control will confirm there is no Rail Traffic between Moondyne and Toodyay West, ensure Controlled Absolute signals 10 RA/B at Moondyne are set to STOP with Blocking Facilities applied to ‘F’ Track Moondyne.
3. For shunt movements onto the Up Main the Network Control will confirm there is no Rail Traffic between Avon Yard and Toodyay West, ensure Controlled Absolute signals 10, 8 , 6 and 4 at Avon Yard is set to STOP with Blocking Facilities applied to ‘CR’ Track, advise Central Control accordingly.
4. The locomotive is to be detached from the Rail Traffic in the normal manner.
5. The Eastern Controller is to set and lock the bi-directional loop to main points in the Reverse position for a movement of the locomotive on to the main line in the Wrong Running Direction.
6. The Eastern Controller shall Issue an Alternative Movement Authority for the Shunt move onto the Main in the Wrong Running Direction.
7. The Rail Traffic Crew must check that the points are correctly set for the movement of the locomotive from the bi-directional loop to the main line in the Wrong Running Direction and advise the Eastern Controller and request permission to pass 4LB / 24RB signal.
8. When the Locomotive is standing at 2R Down Signal or 26L Up Signal the remaining Shunt movement will be completed on signal indications to the opposite end of the bi-directional loop and attach to Consist. | 1536 | 89 |
| COONDLE | NON CROSSING LOCATION | COONDLE
(9km from Toodyay West)
1. This is a Train Order Non Crossing Station.
2. There are no telephone communications provided at this station.
3. Station Limit signs are erected as follows:-
a. 500 metres from the facing points for Rail Traffic approaching from Toodyay West.
b. 500 metres from the facing points for Rail Traffic approaching from Miling.
4. Train Order Non Crossing Station indicator signs are erected approximately 500 metres from the Station Limit signs.
5. Round type point indicators are attached to all main line points which have been clamped for the main line. | 0 | 9 |
| BOLGART | CROSSING LOOP 523 MTRS. CBH SDG. DRIFT UP DIRECTION. | BOLGART
(38km from Toodyay West)
1. This is a Train Order Crossing Station with limited crossing facilities.
2. The CBH siding is protected at each end by derailers which are normally in the "Lock Off" position. These derailers must be placed across the line and locked if rail vehicles are stowed in the CBH siding and restored to the "Lock Off" position when the siding is clear.
3. Station Limit signs are erected as follows:
a. 50 metres from the facing points for Rail Traffic approaching from Toodyay West
b. 2000 metres from the facing points for Rail Traffic approaching from Miling.
4. Train Order Crossing Station indicator signs are erected approximately 500 metres from the Station Limits signs.
5. Round type point indicators are attached to all main line points.
6. A telephone is provided in the Train Order cabin. | 480 | 38 |
| CALINGIRI | CROSSING LOOP 502 MTRS. SIDING ROAD 228 MTRS. CBH SDG. DRIFT UP DIRECTION. | CALINGIRI
(61km from Toodyay West)
1. This is a Train Order Crossing Station.
2. Station Limits signs are erected as follows:
a. 600 metres from the main line facing points for Rail Traffic approaching from Toodyay West.
B. 750 metres from the main line facing points for Rail Traffic approaching from Miling.
3. Train Order Crossing Station indicator signs are erected approximately 500 metres from the Station Limits signs.
4. Round type point indicators are attached to all main line points.
5. Telephones is provided in the phone cabin.
6. The crossing loop, and CBH siding are protected by derailers. These derailers must be placed across the line and locked when rail vehicles are stowed in the siding and restored to the "Lock Off" position when the siding is clear. | 502 | 61 |
| YERECOIN | CROSSING LOOP 403 METRES CBH SDG. DRIFT DOWN DIRECTION. | YERECOIN
(82km from Toodyay West)
1. This is a Train Order Crossing Station with limited crossing facilities and is provided to service the CBH Bin.
2. Station Limits signs are erected as follows:
a. 500 metres from the main line facing points to the CBH siding for Rail Traffic approaching from Toodyay West.
b. 550 metres from the main line facing points to the CBH siding for Rail Traffic approaching from Miling.
3. Train Order Crossing Station indicator signs are erected approximately 500 metres from the Station Limits signs.
4. Round type point indicators are attached to all main line points.
5. A telephone shed with battery powered lighting is provided on the UP side of the track.
6. The CBH and public siding are protected by derailers. The derailers which are normally in the “Lock Off” position must be placed across the line and locked if rail vehicles are stowed in the CBH and restored to the “Lock Off” position when the siding is clear. | 403 | 82 |
| PIAWANING | CROSSING LOOP 526 MTRS. CBH SDG. DRIFT UP DIRECTION. | PIAWANING
(91km from Toodyay West)
1. This is a Train Order Crossing Station with limited crossing facilities.
2. Station Limits signs are erected from the main line facing points as follows:
a. 50 metres from the main line facing points for Rail Traffic approaching from Toodyay West.
b. 850 metres from the main line facing points for Rail Traffic approaching from Miling.
3. Train Order Crossing Station indicator signs are erected approximately 500 metres from the Station Limits signs.
4. Round type point indicators are attached to all main line points.
5. A telephone shed with battery powered lighting is located on the hardstand area on the Up side of the main line opposite the CBH garner bin.
6. The CBH and storage sidings are protected by derailers which are normally in the “Lock Off” position. These derailers must be placed across the line and locked if vehicles are stowed in the CBH and restored to the “Lock Off” position when the siding is clear.
Toodyay-Bindi Bindi Road Level Crossing
1. Flashing light warning signals are provided at this crossing.
2. A 10 km/h speed limit applies for all Rail Traffic departing from the CBH siding.
3. A "Z" track is provided to facilitate shunting.
4. When shunting has been completed and the Rail Traffic is ready to depart on the main line the Rail Traffic must not exceed 10 km/h until the Lead end of the Rail Traffic has reached the level crossing. | 526 | 91 |
| BINDI BINDI | CROSSING LOOP 500 METRES CBH SDG. DRIFT UP DIRECTION. | BINDI BINDI
(116km from Toodyay West)
1. This is a Train Order Crossing Station with limited crossing facilities.
2. The CBH siding is protected by derailers. The derailers which are normally in the "Lock Off" position must be placed across the line and locked if vehicles are stowed in the CBH and restored to the "Lock Off" position when the siding is clear.
3. Station Limits signs are erected as follows:
a. 50 metres from the main line facing points for Rail Traffic approaching from Toodyay West.
b. 606 metres from the main line facing points for Rail Traffic approaching from Milling.
4. Train Order Crossing Station indicator signs are erected approximately 500 metres from the Station Limits signs.
5. Round type point indicators are attached to all main line points.
6. A telephone shed with battery powered lighting is provided between the main line and CBH siding.
7. A dead-end refuge siding for track machines is provided with access from the south end of the CBH siding. The siding is protected by a scotch block and cheese knob points locked with Perway padlock. | 500 | 116 |
| MILING | CROSSING LOOP 1085 MTRS. | MILING
(135km from Toodyay West)
1. This is a Train Order Crossing Station and terminus station for the Miling Branch line.
2. Station Limits signs are erected 1000 metres from the main line to loop facing points for Rail Traffic approaching from Toodyay West.
3. Train Order Crossing Station indicator signs are erected approximately 500 metres from the Station Limits signs.
4. Round type point indicators are attached to the first set of facing points.
5. Telephones and electric lighting are provided in the station building.
6. The CBH siding is protected at the south end by derailers which are normally in the "Lock Off" rail position. The derailers must be placed across the line and locked if vehicles are stowed in the siding and restored to the "Lock Off" position when the siding is clear. | 1085 | 135 |
| WOODBRIDGE South | WOODBRIDGE SOUTH | WOODBRIDGE SOUTH
1. The Signalling and Interlocking at this station is operated from the Metro Control Centre at Midland by the Eastern Network Controller.
2. Woodbridge South is the junction of the :-
a. Single dual gauge line to and from Woodbridge West.
b. Double dual gauge line between Midland and Forrestfield.
3. Down Controlled Absolute Signal No.85 with Junction Indicator applicable to Rail Traffic enroute from the Down Main (Forrestfield) to Woodbridge West is released by the Urban Train Controller Public Transport Centre.
4. The Network Controller at Midland must request the Urban Train Controller to release the Down Controlled Absolute Signal No.85 before attempting to set the route from Woodbridge South to Woodbridge West.
BUSHMEAD ROAD LEVEL CROSSING
1. Flashing light warning signals, bells and half boomgates are provided at this level crossing.
2. Trains proceeding to Forrestfield must, where practicable, not be brought to a stand at Nos.82 or 84 Up Controlled Absolute Signals in order not to cause delays to road vehicles at this level crossing.
WEST PARADE LEVEL CROSSING
1. Flashing light warning signals, bells and half boomgates are provided at this level crossing.
2. No.87 Down Controlled Absolute Signal is not to be placed to "Proceed" unless No.85 Down Controlled Absolute Signal is also at "Proceed" in order not to cause delays to road vehicles at this level crossing by a long train standing at No.85 Down Controlled Absolute Signal.
MORRISON ROAD LEVEL CROSSING
1. Flashing light warning signals, bells and half boomgates are provided at this level crossing.
2. MRD traffic lights are provided at the intersection of Morrison Road and Great Eastern Highway, and work in conjunction with the level crossing apparatus.
3. For Down trains ex Woodbridge South, the flashing light warning signals, bells and half boomgates will commence to operate providing No.45 Down Controlled Absolute Signal is at "Proceed".
4. In the event of any failure at the Morrison Road level crossing at Midland an employee of the Communications and Signals Branch is the only one permitted to latch up the half boomgates. The Signals Supervisor and Main Roads Department are to be advised.
5. The Main Roads Department will notify the Network Controller Eastern of any traffic light failure. In this event, the Signals Supervisor Midland, or On Call Technician must be advised immediately.
6. In the event of failure of the flashing light warning signals, bells and half boomgates, a Competent Worker must be sent to act as Handsignal Attendant at this level crossing. The Competent Worker must ascertain Rail Traffic movements on adjacent tracks prior to allowing road vehicles to enter this level crossing.
7. In the event of it being necessary to authorise Rail Traffic to pass No.45 Down Controlled Absolute Signal from Woodbridge South at the STOP aspect, due to a signal failure or other cause, definite instructions must be given by the Network Controller to the Rail Traffic Crew not to proceed over the Morrison Road level crossing until satisfied that the boomgates are properly lowered. To ensure this, it will be necessary for the Rail Traffic Crew, on being authorised to pass the signal at STOP, to move forward until the leading end of the Rail Traffic has passed the signal and then again stop to allow sufficient time for the boomgates to be lowered. | 0 | 1 |
| MIDLAND-KWINANA-FREMANTLE LINE | MIDLAND-KWINANA-FREMANTLE LINE | MIDLAND-KWINANA-FREMANTLE LINE
1. This railway is operated according to the Rules applicable to Arc Infrastructure’s Centralised Traffic Control System (Double Line and Single Line) and Train Order Working over the sections as listed below :-
a. Centralised Traffic Control System (Double Line): – Midland – Cockburn East
b. Centralised Traffic Control System (Single Line): – Cockburn South – Kwinana (Dual Gauge Line)
c. Train Order Working: - Cockburn North – Fremantle
2. The signalling and interlocking Forrestfield – Canning Vale is operated by Arc Infrastructure’s Eastern Control.
3. The signalling and interlocking between Canning Vale – Kwinana and Train Order Working Cockburn to Fremantle is operated by Arc Infrastructure’s South West Control located at Picton.
4. Single Line Working, unless otherwise directed by the Head of Operations and Customer Management the follow will apply.
a. Where Single Line Working is introduced between Forrestfield and Cockburn and Rail Traffic is to run in both directions on the Up Main, Arc Infrastructure’s Eastern Control is responsible for the issue of Alternative Movement Authorities; Up Rail Traffic will use the normal Movement Authority.
b. Where Single Line Working is introduced between Cockburn and Forrestfield and Rail Traffic is to run in both directions on the Down Main, Arc Infrastructure’s Southwest Control located is responsible for the issue of Alternative Movement Authorities; Down Rail Traffic will use the normal Movement Authority.
5. Rail Traffic Crews of Rail Traffic departing either Forrestfield or Kwinana for the North Quay Rail Terminal (NQRT) are to contact the Fremantle Link Services (FLS) Shift Supervisor on phone number 0400 981 234 and inform them of their departure. The FLS Supervisor shall start preparing the terminal for the Rail Traffics arrival. When the Rail Traffic reaches Cockburn, the Rail Traffic Crew shall contact the FLS Shift Supervisor on telephone and inform them of the Rail Traffics position.
The FLS Shift Supervisor at this stage shall either:
• Grant authorisation to enter the NQRT and occupy a specific line.
• Deny access to the NQRT.
(Authorisation to enter the NQRT from the FLS shift Supervisor does not override Arc Infrastructure's Rules and Procedures).
In the event of a situation where the incoming Rail Traffic cannot be received the FLS Shift Supervisor is to immediately contact PTA Urban Train Control to arrange for the Rail Traffic not to proceed beyond signal 355 within Fremantle Station Limits.
In the event of communication problems between the Rail Traffic Crew and FLS Shift Supervisor the Rail Traffic Crew is to contact the PTA Urban Network Control for instructions.
6. Signalling Failures at Interface Locations with Arc Infrastructure and PTA.
6.1 Interface locations between the Arc Infrastructure Network Controller and PTA Urban Network Controllers are listed in Network Safeworking Rule 1002 Scope of the Network Safeworking Rules.
6.2 Where due to signal failure (or other than normal operation of the signalling system) it is not possible to clear any signal for the movement of Rail Traffic, the Controller with the responsibility for clearing the signal must confer with the Controller controlling the territory which the signal provides entry into and who would normally give the Slot (or release) for the clearance of the signal.
6.3 Providing there are no conflicting Rail Traffic movements, Track works or other reasons which are known that would prevent safe Rail Traffic movements, the Controller controlling the territory for which the signal provides entry will give approval to the Controller operating the signal to authorise the Rail Traffic past the signal in accordance with the Rules.
6.4 Communication between the Controller operating the signal and the Controller giving approval shall be in writing. The appropriate form will be completed over the telephone or radio.
6.5 Rail Traffic Crews authorised past signals at stop in accordance with this instruction must proceed with caution and stop and check that all points are correctly set until a further signal is received for their guidance.
6.6 Down Standard Gauge Rail Traffic must be in possession of a Train Order issued by the Arc Infrastructure Network Controller before being signalled past No 342 Controlled Absolute Signal from Leighton Yard by the PTA Network Controller. | 0 | 0 |
| MIDLAND | MIDLAND | MIDLAND
(14 km from East Perth Terminal)
1. This station is the Terminal for the Suburban Passenger Service and the Road/Rail Interchange.
2. The Signalling and Interlocking for the narrow gauge Terminal of the Suburban Passenger Service is operated from the Urban Train Control Centre at the Public Transport Centre.
3. The Signalling and Interlocking of the Arc Infrastructure network is controlled by Eastern Control.
4. Eastern Control also controls access from the DG Suburban Main toward Arc Infrastructure network via Slot 41 on the PTA’s signal 51.
5. The Urban Train Control Centre controls access to the DG Suburban Main from the Arc Infrastructure network via Slot 50 on Arc Infrastructure’s signal 28.
6. Where shunting movements are in operation and Rail Traffic has proceeded in one direction after having been signalled to do so, a return move must not be made until the locomotive or shunting unit has proceeded beyond the opposing shunting or running signal in order that a proceed indication may be obtained for the reverse move. This instruction must be observed in its entirety to avoid derailments and damage to interlocking caused by a reverse movement over self-restored points.
7. A Limit of Shunt sign is erected on the DOWN main at the 15.547km for Rail Traffic Movements exiting the PTA network that are required to travel to Forrestfield on the UP main. Upon Rail Traffic being brought to a stand at the Limit of Shunt sign, the Rail Traffic Crew must advise the Network Controller. The Network Controller will then set and secure both the 716 points into reverse for the rail traffic movement. Once the route has been secured, the Network Controller will authorise the movement onto the UP main.
MIDLAND FLASHBUTT RAIL SIDING
1. The Flashbutt rail siding is a private siding and owned by the Public Transport Authority (PTA), 715 points are clipped and secured by PTA padlock and must be unlocked by PTA personnel for use.
Harper Street Level Crossing.
1. Flashing light warning signals, bells and half boomgates are provided at this level crossing.
2. For Down Rail Traffic, the flashing light warning signals, bells and half boomgates will commence to operate provided No.45 Down Controlled Absolute Signal is at “Proceed”.
3. In the event of it being necessary to authorise Rail Traffic to pass No.45 Down Controlled Absolute Signal at the STOP aspect, due to a signal failure or other cause, definite instructions must be given by the Network Controller to the Rail Traffic Crew not to proceed over the Harper Street level crossing until satisfied that the boomgates are properly lowered. To ensure this, it will be necessary for the Rail Traffic Crew, on being authorised to pass the signal at STOP, to move forward until the leading end of the Rail Traffic has passed the signal and then again stop to allow sufficient time for the boomgates to be lowered.
Cale Street Level Crossing.
1. Flashing light warning signals, bells and half boomgates are provided at this level crossing.
2. For Down Rail Traffic, the flashing light warning signals, bells and half boomgates will commence to operate provided No.43 or No.51 Down Controlled Absolute Signal is at “Proceed”.
3. For Up Rail Traffic, the flashing light warning signals, bells and half boomgates will commence to operate provided No.28 Up Controlled Absolute Signal is at “Proceed”.
4. In the event of it being necessary to authorise Rail Traffic to pass No.43 or No.51 Down Controlled Absolute Signal or No. 28 Up Controlled Absolute Signals at the STOP aspect, due to a signal failure or other cause, definite instructions must be given by the Network Controller to the Rail Traffic Crew not to proceed over the Cale Street level crossing until satisfied that the boomgates are properly lowered. To ensure this, it will be necessary for the Rail Traffic Crew, on being authorised to pass the signal at STOP, to move forward until the leading end of the Rail Traffic has passed the signal and then again stop to allow sufficient time for the boomgates to be lowered. | 0 | 14 |
| WOODBRIDGE South | WOODBRIDGE SOUTH | WOODBRIDGE SOUTH
1. The Signalling and Interlocking at this station is operated from the Metro Control Centre at Midland by the Eastern Network Controller.
2. Woodbridge South is the junction of the :-
a. Single dual gauge line to and from Woodbridge West.
b. Double dual gauge line between Midland and Forrestfield.
3. Down Controlled Absolute Signal No.85 with Junction Indicator applicable to Rail Traffic enroute from the Down Main (Forrestfield) to Woodbridge West is released by the Urban Train Controller Public Transport Centre.
4. The Network Controller at Midland must request the Urban Train Controller to release the Down Controlled Absolute Signal No.85 before attempting to set the route from Woodbridge South to Woodbridge West.
BUSHMEAD ROAD LEVEL CROSSING
1. Flashing light warning signals, bells and half boomgates are provided at this level crossing.
2. Trains proceeding to Forrestfield must, where practicable, not be brought to a stand at Nos.82 or 84 Up Controlled Absolute Signals in order not to cause delays to road vehicles at this level crossing.
WEST PARADE LEVEL CROSSING
1. Flashing light warning signals, bells and half boomgates are provided at this level crossing.
2. No.87 Down Controlled Absolute Signal is not to be placed to "Proceed" unless No.85 Down Controlled Absolute Signal is also at "Proceed" in order not to cause delays to road vehicles at this level crossing by a long train standing at No.85 Down Controlled Absolute Signal.
MORRISON ROAD LEVEL CROSSING
1. Flashing light warning signals, bells and half boomgates are provided at this level crossing.
2. MRD traffic lights are provided at the intersection of Morrison Road and Great Eastern Highway, and work in conjunction with the level crossing apparatus.
3. For Down trains ex Woodbridge South, the flashing light warning signals, bells and half boomgates will commence to operate providing No.45 Down Controlled Absolute Signal is at "Proceed".
4. In the event of any failure at the Morrison Road level crossing at Midland an employee of the Communications and Signals Branch is the only one permitted to latch up the half boomgates. The Signals Supervisor and Main Roads Department are to be advised.
5. The Main Roads Department will notify the Network Controller Eastern of any traffic light failure. In this event, the Signals Supervisor Midland, or On Call Technician must be advised immediately.
6. In the event of failure of the flashing light warning signals, bells and half boomgates, a Competent Worker must be sent to act as Handsignal Attendant at this level crossing. The Competent Worker must ascertain Rail Traffic movements on adjacent tracks prior to allowing road vehicles to enter this level crossing.
7. In the event of it being necessary to authorise Rail Traffic to pass No.45 Down Controlled Absolute Signal from Woodbridge South at the STOP aspect, due to a signal failure or other cause, definite instructions must be given by the Network Controller to the Rail Traffic Crew not to proceed over the Morrison Road level crossing until satisfied that the boomgates are properly lowered. To ensure this, it will be necessary for the Rail Traffic Crew, on being authorised to pass the signal at STOP, to move forward until the leading end of the Rail Traffic has passed the signal and then again stop to allow sufficient time for the boomgates to be lowered. | 0 | 1 |
| FORRESTFIELD | 6 km from Midland | FORRESTFIELD
1. The signalling and interlocking is remotely controlled by Eastern Network Control.
The sub-location of Kenwick Junction is within Station limits of Forrestfield.
The area of control covers from 514 signal through to signal 30 and from signal 18 to 512 signal.
2. This Station is a Train Order Station for the Midland Railway Line and the Miling Branch.
3. Rail Traffic movements between Forrestfield and Canning Vale and vice versa are also controlled by Eastern Control.
Areas of Double and Single Line Operation
1. The dual gauge lines between No's 44 and 48 Up Signals and (Forrestfield South), No 34 Down Controlled Absolute Signal (Forrestfield South) and No 42 Down Controlled Absolute Signal are operated under the Rules applicable to double line operation.
Working of Trains
1. Where shunting movements are in operation and Rail Traffic has proceeded in one direction after having been signalled to do so, a return move must not be made until the complete rake has proceeded beyond the opposing shunting or running signal in order that a proceed indication may be obtained for the reverse move.
2. All shunt signals are approach cleared.
3. Propelling of the Pacific National Rail Traffic between Forrestfield and Kewdale in either direction is permitted, any other propelling movements between Forrestfield and Kewdale in either direction is prohibited unless specially authorised by the Head of Operations and Customer Management and then only for special circumstances such as a damaged drawgear.
4. All propelling movements between Forrestfield and Kewdale or vice versa, must have the air brake continuous throughout. The person in charge of shunting must precede the Rail Traffic by either foot or motor vehicle and be in radio contact with the Rail Traffic Crew. The shunting move is to be restricted to a speed of 20km/h.
Forrestfield Weighbridge
1. A Static Weighbridge on the Dual Gauge Arrival and Departure Road No. 2 (aka 5 Long Arrival) Forrestfield located on the northern end of the road 376 metres form 172 signal and 927 metres from 380 signal.
2. A permanent speed restriction of 10 kph applies to all movements over the weighbridge and Speed Restriction signs have been erected. Due to track configuration the Manager Network Operations has approved Permanent Speed Restriction Warning signs not be erected.
3. Rail Traffic Crews and Shunting staff to note the Speed Restriction sign for the Up approach has been placed to the right.
4. Shunting crews are to note the narrow track clearance between the signs and the track and take all necessary precautions for their safety.
5. Single rail vehicles are not permitted to be stabled between the Speed Restriction signs, two or more rail vehicles can be stabled between the Speed Restriction signs.
6. Road users are also to note the location of the Speed Restriction signs as they intrude slightly onto the access road, the access road has been extended around the area of the Weighbridge to compensate.
S.C.T. Siding
1. Access is gained via the dual gauge by pass road and signalled by No 414 ground shunt signal and machine operated points No's 405, 407B and 407A.
2. Exit is signalled by No 416 ground shunt signal and via No's 407B and 405 machine operated points.
GEMCO Siding
1. Access to this siding is gained via No. 414 ground shunt signal through the local ladder for standard gauge and exit is via No 418 ground shunt signal.
2. Narrow gauge access is via No. 468 ground shunt signal and exit is via No. 460 ground shunt signal.
CBH Siding
1. Standard gauge access from the classification roads is via No. 174 ground shunt signal, dual gauge access is from Dual Gauge Arrival and Departure Road No. 2 (aka 5 Long Arrival) via No. 172 ground shunt signal and from Forrestfield South or Kewdale via No's 92, 86 and 82 ground shunt signal and No. 156 Controlled Absolute. Arriving trains are admitted to CBH by the exhibition of No. 156 shunt signal.
2. Exit from CBH to Standard gauge classifications and Dual Gauge Arrival and Departure Road No. 2 (aka 5 Long Arrival) is via No 154 ground shunt signal and to Forrestfield South or Kewdale via No 158 ground shunt signal.
3. The siding is secured by gates electrically controlled by CBH personnel and are opened on request. | 0 | 6 |
| KENWICK JUNCTION | JUNCTION TO MUNDIJONG (NG) OR COCKBURN EAST (SG OR NG) | KENWICK JUNCTION
KENWICK FLASHBUTT DEPOT AND JUNCTION TO MUNDIJONG (NG) OR COCKBURN EAST (SG OR NG)
This is a sub location of Forrestfield and the UP Main between Forrestfield and Kenwick is Bi-directional.
Down Approach to Forrestfield Station Limits is Controlled Absolute signals No.18 on the Dual Gauge Down main and No.22 on the NG Main Kenwick East.
KENWICK EAST
1. This location is the Flashbutt Depot and Kenwick Intermodal Terminal and includes a dual gauge crossover from the Down Main to the Up Main for the purpose of Down rail traffic entry into the Flashbutt Depot.
2. Down rail traffic departing the Flashbutt Depot will travel via the Dual Gauge Up Main to Forrestfield on signal indications.
KENWICK
1. This location is the junction for the narrow gauge line to Kenwick Junction and Armadale and the dual gauge double line to Cockburn Junction.
2. A standard gauge cross-over is not provided.
3. No.30A Up Controlled Absolute Signal Kenwick East to Kenwick Junction is dual controlled by Arc Infrastructure's Eastern Control and the PTA Urban Train Control East Perth. | 0 | 15 |
| CANNING VALE | CANNING VALE |
CANNING VALE
1. This location is the Boundary between Arc Infrastructure's Eastern and Southwest Control.
2. Up Controlled Absolute Signal No. 14 is controlled by Southwest Control, Down Controlled Absolute Signal No. 12 is controlled by Eastern Control. | 0 | 23 |
| COCKBURN | COCKBURN | COCKBURN
(35km from Midland)
1. This junction is divided into four locations known as Cockburn East, Cockburn South, Cockburn North and Soundcem.
2. Each leg of the triangle and Soundcem is within Station Limits of Cockburn.
COCKBURN EAST
1. The Dual Gauge Double Line from Forrestfield terminates and diverges into:-
a. Dual Gauge Up Main to Cockburn South.
b. Dual Gauge Bi-Directional Main to Cockburn South.
c. Dual Gauge Main to Cockburn North.
2. Up Rail Traffic approaching Cockburn should only be held at Controlled Absolute signal No. 304, Rail Traffic can only be held at Controlled Absolute signal No. 302 if the Network Controller can be assured the Rail Traffic will completely clear North Lake Road Level Crossing.
COCKBURN SOUTH
1. The Dual Gauge Single Line from Kwinana terminates and diverges into :-
a. Dual Gauge Bi-Directional Main to Cockburn North.
b. Dual Gauge Bi-Directional Main to Cockburn East.
2. The Dual Gauge access to Cockburn Cement commences from No.406 Points and Catchpoint and is available to Down Narrow and Standard Gauge Rail Traffic from Fremantle and Up Narrow and Standard Gauge Rail Traffic from Forrestfield.
Yangebup Road Level Crossing
(Cockburn South to Cockburn North Bi-directional Main only)
1. Flashing light warning signals are provided at this level crossing.
Cockburn Cement Co. Private siding and the Coal siding
1. The dual gauge access to Cockburn Cement commences from No.406 Points and is available to Down narrow and standard gauge Rail Traffic from Fremantle and Up narrow and standard gauge Rail Traffic from Forrestfield.
2. No.319 Up Controlled Absolute Signal is located at Cockburn and is common to Up Rail Traffic departing from the Cockburn Cement Co. Private Siding and the Coal siding.
3. Before any Rail Traffic departs from the Cement Co. loading yard on to the portion of single line leading to No.319 Up Controlled Absolute Signal, permission must first be obtained from the Southwest Network Controller.
4. A notice board is provided at the Lime siding and before any Rail Traffic departs from the Lime siding or any shunt movement occurs onto the portion of single line leading to No.319 Up Controlled Absolute Signal, permission must first be obtained from the Southwest Network Controller.
5. The notice board reads as follows :-
STOP
NO MOVEMENT BEYOND THIS POINT
UNTIL AUTHORISED BY
TRAIN CONTROL
6. It will be necessary to communicate with Network Control Southwest before Rail Traffic is permitted to depart either the Lime Siding or the Cement Co loading yard.
Soundcem
(Cockburn cement co. and coal N.G. siding)
1. This narrow gauge siding is located immediately on the north side of Cockburn Cement No.2 level crossing on the dual gauge line between Cockburn South and Kwinana.
2. Access to the siding is controlled by No. 335 single aspect shunt signal, which in turn is controlled by Network Control Southwest.
3. All Rail Traffic departing the siding must proceed to Kwinana.
Cockburn Cement No 2 Level Crossing
1. Flashing light warning signals are provided at this level crossing. Rail Traffic approaching the crossing will activate the crossing irrespective of the signal aspect displayed.
2. If the signal aspect displayed to the Rail Traffic is red the lights will cease to flash after 60 seconds.
3. Rail Traffic stopped at a signal will not be given a Proceed aspect until the crossing has been activated for 15 seconds.
4. In the event of it being necessary to authorise Rail Traffic to pass 334 or 332 Departure signals, Controlled Absolute signal 335 or 335 single aspect shunt signal due to a signal failure or other cause, in accordance with the Rules, definite instructions must be given by the Network Controller to the Rail Traffic Crew not to proceed over the crossing until satisfied that the flashing light warning signals are operating. To ensure this it will be necessary for the Rail Traffic Crew on being authorised to pass the signal at Stop to move forward until the leading end of the Rail Traffic has passed the signal and then again stop to allow sufficient time for the flashing light warning signals to operate and road vehicles to have stopped.
COCKBURN NORTH
1. Separate Narrow and Standard Gauge Main Lines from Spearwood terminate and diverge into:-
a. Dual Gauge Bi-Directional Main to Cockburn South.
B. Dual Gauge Bi-Directional Main to Cockburn East.
2. The section between Cockburn and Fremantle is operated under the rules applicable to Train Order Working.
3. Block Working will only apply between Cockburn and Spearwood. Only one Rail Traffic is permitted in the section at one time. When a Train Order is issued for the passage of Rail Traffic of either Narrow or Standard gauge into the section no Train Order is to be issued for Rail Traffic of the other gauge.
4. End of and Commencement of Train Order signs are erected opposite no 321 and 323 Controlled Absolute signals.
5. A “Limit of Shunt” sign is provided 400 metres inside station limits, Rail Traffic must be in possession of a Train Order before proceeding past this sign towards 321 and 323 Controlled Absolute signals
6. All Train Orders for Rail Traffic proceeding to Cockburn or Fremantle must be issued to Station Limits only.
Failure of signals applicable to Dual Gauge Running:-
Cockburn North - Signal Nos 324 and 326
1. Upon Rail Traffic being brought to a stop at a signal the Rail Traffic Crew must communicate with the Network Controller in the normal manner.
2. If the fault has been caused by a failure of the Gauge Discrimination Equipment, then the Network Controller must obtain the following information from the Rail Traffic Crew:-
a. the number of the signal at which the Rail Traffic is stopped ;
b. the number of the Rail Traffic ; and
c. the gauge of the Rail Traffic.
3. The Network Controller must verify the information given by the Rail Traffic by repeating back the information outlined in paragraph 2.
4. The Network Controller will then advise the Rail Traffic Crew that the appropriate gauge will be set and locked and that the Rail Traffic may proceed after confirmation this has been done, but must ensure that the track ahead is set to the correct gauge.
5. The Network Controller will then operate the gauge discrimination key appropriate to the signal to the gauge required, “Hold” and then operate the applicable Signal Lever for the Rail Traffic to proceed.
Barrington Street Level Crossing
1. Flashing light warning signals are provided at this level crossing.
2. For Up Rail Traffic ex Cockburn East the flashing light warning signals will commence to operate provided No.324 Up Controlled Absolute Signal is at “Proceed”.
3. For Up Rail Traffic ex Cockburn South the flashing light warning signals will commence to operate provided No.326 Up Controlled Absolute Signal is at “Proceed”.
4. For Down Rail Traffic ex Fremantle the flashing light warning signals will commence to operate provided No.325 Controlled Absolute for Standard Gauge or 327 Down Controlled Absolute Signal for Narrow Gauge is at “Proceed”.
5. In the event of it being necessary to authorise Rail Traffic to pass Nos. 324 or 326 Up Controlled Absolute Signals or Nos.325 or 327 Down Controlled Absolute Signals at the STOP aspect, due to a signal failure or other cause, definite instructions must be given by the Network Controller to the Rail Traffic Crew not to proceed over the Barrington Street level crossing until satisfied that the flashing light warning signals are operating and road vehicles have stopped. To ensure this, it will be necessary for the Rail Traffic Crew, on being authorised to pass the signal at STOP, to move forward until the leading end of the rail raffic has passed the signal and then again stop to allow sufficient time for the flashing light warning signals to operate and road vehicles to have stopped.
Soundcem Dual Gauge Line
1. No.319 Up Controlled Absolute Signal is located at Soundcem and is common to Up Rail Traffic departing from the Cockburn Cement Co. Private Siding and the Coal siding.
2. Before any Rail Traffic departs from the Cement Co. loading yard on to the portion of single line leading to No.319 Up Controlled Absolute Signal, permission must first be obtained from the Southwest Network Controller.
3. A notice board is provided at the Lime siding and before any Rail Traffic departs from the Lime siding or any shunt movement occurs onto the portion of single line leading to No.319 Up Controlled Absolute Signal, permission must first be obtained from the Southwest Network Controller.
4. The notice board reads as follows :-
STOP
NO MOVEMENT BEYOND THIS POINT
UNTIL AUTHORISED BY
TRAIN CONTROL
5. It will be necessary to communicate with Network Control Southwest before Rail Traffic is permitted to depart either the Lime Siding or the Cement Co loading yard. | 0 | 35 |
| KWINANA | MAIN LINE 1334 METRES. CROSSING LOOP 1314 METRES. | KWINANA
1. Standard and narrow gauge yards are provided at this station.
2. This station is a Train Order Station for the Train Order System for the Midland Railway and the Miling Branch.
3. A triangle is provided to give direct access to KBT, CSBP, AGR, WMC, Coogee Chemicals, F.P.A. or CBH private sidings from either the dual gauge main line or the standard or narrow gauge station yards.
4. Both the northern and southern legs of the triangle, including the standard gauge line to CSBP loop, the dual gauge line to CBH, the dual gauge line to KBT, and the narrow gauge line to Bauxite Junction are incorporated within station limits.
5. In order to prevent road issues on Level Crossings between Kwinana and Wellard, the Network Controller should avoid situations where rail Traffic will come to a stand at either D5 or U5 Intermediate signals, this is to be achieved by:
a. prior to allowing a second Down Rail Traffic service to depart Kwinana to Wellard, ensure the preceding service has either arrived in Wellard or route set into Wellard.
b. prior to allowing a second Up Rail Traffic service to depart Wellard to Kwinana, ensure the preceding service has either arrived in Kwinana or route set into Kwinana.
Failure of signals applicable to Dual Gauge Running:-
Kwinana - Signal Nos 26, 27, 102, 104, 108, 100, 112, 162, 184 and 186
1. Upon Rail Traffic being brought to a stop at a signal where that signal is :-
a. applicable to Dual Gauge Track, and
b. is situated near to a set of points or a crossover, the Rail Traffic Crew must communicate with the Network Controller in the normal manner.
2. If the fault has been caused by a failure of the Gauge Discrimination Equipment, then the Network Controller must obtain the following information from the Rail Traffic Crew:-
a. the number of the signal at which the Rail Traffic is stopped ;
b. the number of the Rail Traffic ; and
c. the gauge of the Rail Traffic.
3. The Network Controller must verify the information given by the rail Traffic Crew by repeating back the information outlined in paragraph 2.
4. The Network Controller will then advise the Rail Traffic Crew that the appropriate route will be set and locked and that the Rail Traffic may proceed after confirming that this has been done but must ensure that the track ahead is set to the correct gauge.
Wellard Road Level Crossing
1. Flashing light warning signals and half boom gates at this level crossing.
2. For Down Rail Traffic proceeding toward Wellard, the flashing light warning signals and half boomgates will commence to operate provided Down Departure Signal No.44 is at "Proceed".
3. For Up Rail Traffic proceeding from Wellard the flashing light warning signals and half boomgates will commence to operate when the Rail Traffic passes No. 42 Controlled Absolute Signal.
4. In the event of it being necessary to authorise Rail Traffic to pass No.44 Down Departure Signal at the STOP aspect due to signal failure or other cause, Definite instructions must be given by the Network Controller to the Rail Traffic Crew not to proceed over the Wellard Road level crossing until satisfied that the flashing light, boom gates and warning signals are operating and road vehicles have stopped. To ensure this, it will be necessary for the Rail Traffic Crew, on being authorised to pass the signal at STOP, to move forward until the leading end of the Rail Traffic has passed the signal and then again stop to allow sufficient time for the flashing light warning signals to operate and road vehicles to have stopped. | 1314 | 48 |
| KEWDALE | KEWDALE | Operating Guidelines for the North Service Kewdale
1. Overview
1.1. The standard gauge trackage off the “CBH Loading road” Forrestfield from No. 82 shunt signal and running parallel to the BP Fuel and PTA Prospector Maintenance Depots to Kewdale Road level crossing is known as the North Service and is divided into two sections, North Service East (the section between No. 82 shunt signal and the western end of the BP Fuel depot) and North Service West (from the western end of the BP Fuel depot and Kewdale Road level crossing).
1.2. Signs are in place that read “Stop Trains not to pass this point without permission from the Network Controller” and “Start of North Service East” or “Start of North Service West” as applicable, and on the reverse sides signs that read “End of North Service East” or “End of North Service West”, as applicable, and are placed as per 1.1 above.
1.3. The North Service is the only rail access to the North Spur (west of Kewdale Road level crossing) and sidings therein.
1.4. All Rail Traffic movements over the North Service are restricted to a maximum of 20 kph.
1.5. Rail access to the North Service is only with permission of Eastern Control and only one occupancy, per section, at a time is permitted.
1.5.1. Permission to occupy may be granted for either or both sections of the North Service at the discretion of Eastern Control and the occupier must inform Eastern control immediately the section is clear.
1.5.2. When permission has been granted to occupy both sections for a through movement the occupier must inform Eastern Control immediately each section is cleared.
1.5.3. Where permission has been granted to occupy one section (either East or West) the other section must not be occupied without the permission of Eastern Control.
1.6. Eastern Control must endorse the Approved Document on each occasion that permission is granted for occupancy.
2. Safety
2.1. Arc Infrastructure has responsibility for controlling all Rail Traffic movements and occupancies over the North Service to which other accredited Rail Operators have access.
2.2. Any Operator that requires access to the North Service is to make their request to Eastern Control on Phone No. 9274 9797 or radio channel UHF 101.
2.3. Under normal circumstances when requiring use of the North Service, a request should be received by Eastern Control a minimum of five (5) minutes prior to the actual time required. These movements may include departing from Forrestfield, use of No. 82 shunt signal, approach to Kewdale Road from the west or movements out of PTA Prospector Maintenance Depots or BP Fuel depots. Request must include anticipated time of track occupancy and the reason for the occupancy.
2.4. Eastern Control will grant occupancy permission when each of the following has been addressed:
2.4.1. No conflict will occur to scheduled Rail Traffic services or clearance for scheduled services.
2.4.2. The location of any shunting services in the area has been addressed.
2.4.3. Any preceding Rail Traffic movement has cleared the section concerned.
2.4.4. There are no opposing movements.
2.5. Conflicting request for track occupancy will be dealt with in order of priority as determined by Eastern Control or by referral to Arc Infrastructure.
2.6. Accredited persons requesting track occupancy are responsible for the accuracy of the information transmitted to Eastern Control.
2.7. All intermediate hand points for turnouts off the North Service, when not being used, must be left set for through movements over the North Service.
3. Train Marshalling
3.1. Where possible the marshalling of trains on the North Service is to be avoided. This line is to be left clear as a through running line.
4. BP Fuel Depot
4.1. The siding is protected at each end by derailers. These derailers must be placed across the line and locked at the completion of shunting.
Kewdale Road, Kewdale (Crossing No. 286)
This is a single (1) track bi-directional operation level crossing.
1. Two (2) Driver’s Proceed Indicators are provided at this level crossing. Driver’s Proceed Indicators are installed on the main line with radio controls.
2. Rail Traffic must not pass a Driver’s Proceed Indicator displaying a red indication.
3. All Rail Traffic requiring to proceed over the level crossing must stop at a Driver’s Proceed Indicator displaying a red indication, activate the level crossing and then proceed past the Driver’s Proceed Indicator only when a yellow indication is displayed. On activation of the crossing, a delay of 27 seconds will pass before the yellow indication is displayed on the Driver’s Proceed Indicator.
4. To activate the crossing either the start button mounted on the Driver’s Proceed Indicator or a radio signal can be used.
5. The radio signal is transmitted via the locomotive’s UHF radio keypad by keying in the site activation number on channel 50. The activation number is displayed on the Driver’s Proceed Indicator post. The radio code is 721.
6. To use the radio code to activate the crossing, on Channel 59, press and hold the Press To Talk (PTT) button on the portable radio and while continuing to hold the PTT button key in the Radio Code (721).
7. The manual push button unit mounted on each Driver’s Proceed Indicator comprises of a pair of start / stop buttons. The start button is to be pressed to activate the flashing lights.
8. The stop button is to be pressed if the crossing has been activated and requires to be deactivated because the Rail Traffic will not immediately proceed across the level crossing. Once pressed the Driver’s Proceed Indicators will immediately display a red indication and the flashing lights will continue to flash for 30 seconds before extinguishing.
9. There are two flag attendant manual operation switches. One is mounted on the side of the equipment case at the level crossing and another one is mounted near Driver’s Proceed Indicator 1. Either can be used to activate the level crossing by turning the switch to “manual” position. To deactivate the crossing, the manual switch is required to be turned to its “auto” position.
10. In the event the crossing fails to activate when called then the stop button on the relevant Driver’s Proceed Indicator is to be pressed followed by the start button.
11. In the event of a system failure where the Driver’s Proceed Indicator is not illuminated or fails to give a yellow indication, the level crossing is to be protected by a Competent Worker. Such failures are to be reported to Network Control at the first practical opportunity.
Kewdale Freight Terminal
1. The Down direction two aspect ground shunting signal No. 86 is positioned at the exit from Kewdale Freight adjacent to No. 87A points, and opposite Up direction signal No. 84.
2. Signal No. 86 provides routes to the CBH loading (signal 182) and DG Arrival/Departure No. 1 roads (signal 142). The ground shunting signals No. 66 and No. 88 provide a route to signal No. 86.
3. Any shunting movements from Forrestfield to Kewdale must clear in behind No. 86 signal before any subsequent movement towards Forrestfield. | 0 | 5 |
| FORRESTFIELD | 6 km from Midland | FORRESTFIELD
1. The signalling and interlocking is remotely controlled by Eastern Network Control.
The sub-location of Kenwick Junction is within Station limits of Forrestfield.
The area of control covers from 514 signal through to signal 30 and from signal 18 to 512 signal.
2. This Station is a Train Order Station for the Midland Railway Line and the Miling Branch.
3. Rail Traffic movements between Forrestfield and Canning Vale and vice versa are also controlled by Eastern Control.
Areas of Double and Single Line Operation
1. The dual gauge lines between No's 44 and 48 Up Signals and (Forrestfield South), No 34 Down Controlled Absolute Signal (Forrestfield South) and No 42 Down Controlled Absolute Signal are operated under the Rules applicable to double line operation.
Working of Trains
1. Where shunting movements are in operation and Rail Traffic has proceeded in one direction after having been signalled to do so, a return move must not be made until the complete rake has proceeded beyond the opposing shunting or running signal in order that a proceed indication may be obtained for the reverse move.
2. All shunt signals are approach cleared.
3. Propelling of the Pacific National Rail Traffic between Forrestfield and Kewdale in either direction is permitted, any other propelling movements between Forrestfield and Kewdale in either direction is prohibited unless specially authorised by the Head of Operations and Customer Management and then only for special circumstances such as a damaged drawgear.
4. All propelling movements between Forrestfield and Kewdale or vice versa, must have the air brake continuous throughout. The person in charge of shunting must precede the Rail Traffic by either foot or motor vehicle and be in radio contact with the Rail Traffic Crew. The shunting move is to be restricted to a speed of 20km/h.
Forrestfield Weighbridge
1. A Static Weighbridge on the Dual Gauge Arrival and Departure Road No. 2 (aka 5 Long Arrival) Forrestfield located on the northern end of the road 376 metres form 172 signal and 927 metres from 380 signal.
2. A permanent speed restriction of 10 kph applies to all movements over the weighbridge and Speed Restriction signs have been erected. Due to track configuration the Manager Network Operations has approved Permanent Speed Restriction Warning signs not be erected.
3. Rail Traffic Crews and Shunting staff to note the Speed Restriction sign for the Up approach has been placed to the right.
4. Shunting crews are to note the narrow track clearance between the signs and the track and take all necessary precautions for their safety.
5. Single rail vehicles are not permitted to be stabled between the Speed Restriction signs, two or more rail vehicles can be stabled between the Speed Restriction signs.
6. Road users are also to note the location of the Speed Restriction signs as they intrude slightly onto the access road, the access road has been extended around the area of the Weighbridge to compensate.
S.C.T. Siding
1. Access is gained via the dual gauge by pass road and signalled by No 414 ground shunt signal and machine operated points No's 405, 407B and 407A.
2. Exit is signalled by No 416 ground shunt signal and via No's 407B and 405 machine operated points.
GEMCO Siding
1. Access to this siding is gained via No. 414 ground shunt signal through the local ladder for standard gauge and exit is via No 418 ground shunt signal.
2. Narrow gauge access is via No. 468 ground shunt signal and exit is via No. 460 ground shunt signal.
CBH Siding
1. Standard gauge access from the classification roads is via No. 174 ground shunt signal, dual gauge access is from Dual Gauge Arrival and Departure Road No. 2 (aka 5 Long Arrival) via No. 172 ground shunt signal and from Forrestfield South or Kewdale via No's 92, 86 and 82 ground shunt signal and No. 156 Controlled Absolute. Arriving trains are admitted to CBH by the exhibition of No. 156 shunt signal.
2. Exit from CBH to Standard gauge classifications and Dual Gauge Arrival and Departure Road No. 2 (aka 5 Long Arrival) is via No 154 ground shunt signal and to Forrestfield South or Kewdale via No 158 ground shunt signal.
3. The siding is secured by gates electrically controlled by CBH personnel and are opened on request. | 0 | 6 |
| FORRESTFIELD Terminal | FORRESTFIELD TERMINAL created for the purpose of Billing - Feb 2009 | | 2000 | 6 |
| ROBB JETTY | DUAL GAUGE LINE: ROBB JETTY - FREMANTLE SECTION | DUAL GAUGE LINE: ROBB JETTY - FREMANTLE SECTION
1. The dual gauge points leading from the Dual Gauge Main to the Narrow Gauge Main and the Standard Gauge Main are motor operated and fitted with an Electrically Illuminated Points Indicator as described in Procedure 9022 Operation of Self Restoring Points.
2. The points are NOT SELF RESTORING.
3. Point setting is automatic through gauge detection.
4. The points will remain in the position last set until called to move through detection of a movement involving a different gauge.
5. Two press button cabinets are provided, one adjacent to the points and the other 280 metres from the points towards Cockburn Junction, for manual operation by Rail Traffic Crews.
6. A crank handle is provided at the points. It is imperative to confirm that both the ”K” blades and the points are cranked to the same corresponding lie and that they are fully cranked.
7. Rail Traffic Crews are to carefully observe the lights displayed by the indicator and ensure the points are set for the gauge of their Rail Traffic.
8. Indication are:
Two vertical lights - Points set for Narrow Gauge.
Two lights 45 to the right - Points set for Standard Gauge.
One Light - Points incorrectly set.
No Light - Points Failure. | 0 | 25 |
| SPEARWOOD | Crossing facilities SG with SG, SG with NG only. No Crossing facilities for NG with NG are available. | SPEARWOOD
(28 km from East Perth Terminal)
1. This is a Train Order Crossing Station with limited crossing facilities.
• Narrow Gauge (NG) services cannot cross or pass other NG services.
2. Telephone communication is provided at this station. The telephones are located in the crank handle cupboards.
3. Station Limit signs are erected on both the NG and SG approaches as follows:-
a. 70 metres from the SG facing points for Rail Traffic approaching from Fremantle.
B. 70 metres from the SG facing points for Rail Traffic approaching from Cockburn.
4. Train Order Crossing Station indicator signs are erected approximately 550metres from the Station Limit signs.
5. Self restoring points and indicators are attached to the main line points at both ends and operate in accordance with Procedure 9022 Operation of Self Restoring Points.
6. The radio code for the West end (10) points is 2-4-6.
7. The radio code for the East end (20) points is 1-3-5.
8. Separate self restoring point indicators are provided for each line for arrivals at and departures from the station. The operation of these indicators are modified from those given in Procedure 9022 as follows: -
• S.G. Main arrivals – the indicator operates normally.
• N.G. Main arrivals – the indicator displays a Red light when the points are reverse.
• S.G. Main departures – the indicator displays a Red light when the points are reverse.
• Dual Gauge (DG) Loop departures – the indicator normally displays a red light. A white light will be displayed only when the points are set and detected in the normal position with a narrow gauge Rail Traffic standing between G and H posts on the D.G. Loop. A Yellow light will be displayed only when the points are set and detected in the reverse position with a standard gauge Rail Traffic standing between G and H posts on the D.G. Loop.
9. All Rail Traffic entering the DG Loop must come to stand at the self restoring point indicator at the Departure end of the station. Rail Traffic must not proceed over the points until the points are set in the correct position for the gauge of Rail Traffic and the indicator is displaying the correct light for the point setting.
10. The operation of the self restoring points installation is modified from that given in Procedure 9022 as follows: -
• A reset button for points track section C is provided in the crank handle case. In the event of the points not becoming free to operate via the push button this button should be pushed and released, provided that no part of Rail Traffic is standing on the points track section, i.e. between B & C posts or F & G posts.
If this action fails to free the points the fault should be reported to Network Control and the points should be manually operated using the crank handle.
11. Where the points have been manually set, the Rail Traffic Crew must ensure the route is set for the correct gauge for their service.
12. Block Working will apply between Spearwood and Fremantle. Only one train is permitted in the section at one time. | 850 | 28 |
| KWINANA | MAIN LINE 1334 METRES. CROSSING LOOP 1314 METRES. | KWINANA
1. Standard and narrow gauge yards are provided at this station.
2. This station is a Train Order Station for the Train Order System for the Midland Railway and the Miling Branch.
3. A triangle is provided to give direct access to KBT, CSBP, AGR, WMC, Coogee Chemicals, F.P.A. or CBH private sidings from either the dual gauge main line or the standard or narrow gauge station yards.
4. Both the northern and southern legs of the triangle, including the standard gauge line to CSBP loop, the dual gauge line to CBH, the dual gauge line to KBT, and the narrow gauge line to Bauxite Junction are incorporated within station limits.
5. In order to prevent road issues on Level Crossings between Kwinana and Wellard, the Network Controller should avoid situations where rail Traffic will come to a stand at either D5 or U5 Intermediate signals, this is to be achieved by:
a. prior to allowing a second Down Rail Traffic service to depart Kwinana to Wellard, ensure the preceding service has either arrived in Wellard or route set into Wellard.
b. prior to allowing a second Up Rail Traffic service to depart Wellard to Kwinana, ensure the preceding service has either arrived in Kwinana or route set into Kwinana.
Failure of signals applicable to Dual Gauge Running:-
Kwinana - Signal Nos 26, 27, 102, 104, 108, 100, 112, 162, 184 and 186
1. Upon Rail Traffic being brought to a stop at a signal where that signal is :-
a. applicable to Dual Gauge Track, and
b. is situated near to a set of points or a crossover, the Rail Traffic Crew must communicate with the Network Controller in the normal manner.
2. If the fault has been caused by a failure of the Gauge Discrimination Equipment, then the Network Controller must obtain the following information from the Rail Traffic Crew:-
a. the number of the signal at which the Rail Traffic is stopped ;
b. the number of the Rail Traffic ; and
c. the gauge of the Rail Traffic.
3. The Network Controller must verify the information given by the rail Traffic Crew by repeating back the information outlined in paragraph 2.
4. The Network Controller will then advise the Rail Traffic Crew that the appropriate route will be set and locked and that the Rail Traffic may proceed after confirming that this has been done but must ensure that the track ahead is set to the correct gauge.
Wellard Road Level Crossing
1. Flashing light warning signals and half boom gates at this level crossing.
2. For Down Rail Traffic proceeding toward Wellard, the flashing light warning signals and half boomgates will commence to operate provided Down Departure Signal No.44 is at "Proceed".
3. For Up Rail Traffic proceeding from Wellard the flashing light warning signals and half boomgates will commence to operate when the Rail Traffic passes No. 42 Controlled Absolute Signal.
4. In the event of it being necessary to authorise Rail Traffic to pass No.44 Down Departure Signal at the STOP aspect due to signal failure or other cause, Definite instructions must be given by the Network Controller to the Rail Traffic Crew not to proceed over the Wellard Road level crossing until satisfied that the flashing light, boom gates and warning signals are operating and road vehicles have stopped. To ensure this, it will be necessary for the Rail Traffic Crew, on being authorised to pass the signal at STOP, to move forward until the leading end of the Rail Traffic has passed the signal and then again stop to allow sufficient time for the flashing light warning signals to operate and road vehicles to have stopped. | 1314 | 48 |
| WELLARD | CROSSING LOOP 1116 MTRS. | WELLARD
1. A crossing loop only is provided
Wellard Road Level Crossing
1. A flashing light warning signals are provided at this level crossing
2. For Up Rail Traffic the flashing light warning signals will commence to operate provided Nos.2LA or 2LB Up Departure Signals are at "Proceed".
3. Owing to the close proximity of Wellard Road to No.2R Down Controlled Absolute Signal, Rail Traffic should, where possible, not be stopped at the Down Controlled Absolute Signal but be brought within Station Limits.
4. In the event of it being necessary to authorise Rail Traffic to pass No.2LA or 2LB Up Departure Signal at the STOP aspect, due to a signal failure or other cause, definite instructions must be given by the Network Controller to the Rail Traffic Crew not to proceed over the Wellard Road level crossing until satisfied that the flashing light warning signals are operating and road vehicles have stopped. To ensure this, it will be necessary for the Rail Traffic Crew, on being authorised to pass the signal sat STOP, to move forward until the leading end of the Rail Traffic has passed the signal and then again stop to allow sufficient time for the flashing light warning signals to operate and road vehicles to have stopped. | 1117 | 12 |
| MUNDIJONG Junction | Junction for the Kwinana Line and Armadale Line. RailBAM: 55.50 KM POST | MUNDIJONG JUNCTION
(43 km from Claisebrook)
(26 km from Kwinana)
1. Mundijong Junction is a sub-location of, and is within Station Limits of, Mundijong.
2. This is the junction for the line to Fremantle via Kwinana and Robb Jetty.
3. All points and signals at this junction are controlled by Network Controller South West.
4. For Rail Traffic to depart Mundijong Junction towards Armadale, the Public Transport Authority Train Controller must give the Arc Infrastructure Network Controller the release on signal 6B.
5. For Rail Traffic to exit the Armadale to Mundijong Junction section, Arc Infrastructure’s Network Controller sets the Route from No 1 signal.
Soldiers Road Level Crossing
1. Flashing light warning signals are provided at this level crossing.
2. For Down Rail Traffic the flashing light warning signals will commence to operate provided No.7 Down Controlled Absolute Signal is at “Proceed”.
3. For Up Rail Traffic the flashing light warning signals will commence to operate provided No.6A Up Departure Signal is at “Proceed”.
4. In the event of it being necessary to authorise Rail Traffic to pass No.7 Down Controlled Absolute Signal or No.6A Up Departure Signal at the STOP aspect, due to a signal failure or other cause, definite instructions must be given by the Network Controller to the Rail Traffic Crew not to proceed over the Soldiers Road level crossing until satisfied that the flashing light warning signals are operating and road vehicles have stopped. To ensure this, it will be necessary for the Rail Traffic Crew, on being authorised to pass the signal at STOP, to move forward until the leading end of the Rail Traffic has passed the signal and then again stop to allow sufficient time for the flashing light warning signals to operate and road vehicles to have stopped. | 0 | 43 |
| PINJARRA | MAIN LINE 530 MTRS.CROSSING LOOP 554 MTRS. | PINJARRA
(86 km from Claisebrook)
1. This station is the junction for the branch line to Calcine which is operated under the Rules applicable to Centralised Traffic Control, also the branch line to Dwellingup. The branch line Alumina Junction to Dwellingup is operated by the Hotham Valley Tourist Railway.
2. The localities of Pinjarra, Pinjarra East and Pinjarra South are within Station Limits of Pinjarra.
3. Passenger High Level Platform for Australind railcars is situated on the Main Line.
Switchlock No. 589
1. A special release button is provided on the side of No.589 switchlock which must be used when it is necessary for Rail Traffic to enter the sidings at the North end of the yard. The Network Controller must first release the switchlock, set the points for the required movement and then place the applicable signal to the “Proceed” position. When this action has taken place, the Competent Worker in charge must proceed to the switchlock, open the switchlock door, turn the small handle completely over to the left and reverse the points. After the points have been set for the movement about to be made, the small handle in the switchlock must be returned to the right position, the door closed and secured. The press button must then be depressed to place the applicable signal to the “Proceed” aspect. The button must be kept depressed until the first portion of the Rail Traffic has passed the relevant signal.
2. After completion of the Rail Traffic movement the switchlock door must be reopened, the small handle turned to the left position, the switchlocked points restored to normal, the small handle returned to the right position the door closed and secured and the Network Controller advised accordingly.
South West Highway Level Crossing.
1. Flashing light warning signals, bells and half boomgates are provided at this level crossing.
2. For Down Rail Traffic, the flashing light warning signals, bells and half boomgates will commence to operate provided No.193B or No.193C Down Controlled Absolute Signal or No.193S Down Shunt Signal is at “Proceed”.
3. For Up Rail Traffic, the flashing light warning signals, bells and half boomgates will commence to operate provided No.192 or No.194 Up Departure Signal is at “Proceed”.
4. Rail Traffic Crews of Down Rail Traffic must ensure that they draw forward enough to clear South West Highway with the rear of their Rail Traffic.
5. Rail Traffic Crews of Up Rail Traffic must advise the Network Controller when their rail Traffic is ready to depart. This is essential to prevent unnecessary activation of the warning signals at the South-West Highway level crossing.
6. In the event of it being necessary to authorise Rail Traffic to pass Nos.193B or 193C Down Controlled Absolute Signals or No.193S Down Shunt Signal or Nos.192 or 194 Up Departure Signals at the STOP aspect, due to a signal failure or other cause, definite instructions must be given by the Network Controller to the Rail Traffic Crew not to proceed over the South West Highway level crossing until satisfied that the boomgates are properly lowered. To ensure this, it will be necessary for the Rail Traffic Crew, on being authorised to pass the signal at STOP, to move forward until the leading end of the Rail Traffic has passed the signal and then again stop to allow sufficient time for the boomgates to be lowered.
7. Because of the extreme closeness of the Up Departure Signals to the edge of the South West Highway level crossing, it is absolutely imperative that Rail Traffic Crew, on being authorised to pass an Up Departure Signal at STOP, to draw forward only as far as is necessary to operate the flashing light warning signals, bells and half boomgates and not to proceed more than necessary upon the level crossing.
8. The Rail Traffic Crew is to make frequent use of the locomotive whistle whilst any movement towards the level crossing is being made.
9. Speed signs are erected applying a maximum speed of 80 km/h to this level crossing.
Race Course Road Level Crossing
1. Flashing light warning signals and half boom gates at this level crossing.
2. For Down Rail Traffic proceeding toward Pinjarra East, the flashing light warning signals will commence to operate provided No.183A, No.185A, No.187A or No.189.A Down Controlled Absolute Signal is at "Proceed".
3. For Down Rail Traffic proceeding toward Pinjarra South, the flashing light warning signals will commence to operate provided no.183B, No.185B, No.187B or No.189B Down Controlled Absolute Signal is at "proceed".
4. For Up Rail Traffic proceeding from Pinjarra East, the flashing light warning signals will commence to operate provided No.188B Up Controlled Absolute Signal or No.188s Up shunt signal is at "Proceed".
5. For Up Rail Traffic proceeding from Pinjarra South, the flashing light warning signals will commence to operate provided No.186B Up Controlled Absolute Signal or No.186s Up Shunt Signal is at "Proceed".
6. In the event of it being necessary to authorise Rail Traffic to pass Nos.183A, 185A, 187A, 189A, 183B, 185B, 187B or 189B Down Controlled Absolute Signals Nos.186B, 186C, 188B or 188C Up Controlled Absolute Signals or Nos 186S or 188s Up Shunt Signals at the STOP aspect due to signal failure or other cause, Definite instructions must be given by the Network Controller to the Rail Traffic Crew not to proceed over the Racecourse Road level crossing until satisfied that the flashing light, boom gates and warning signals are operating and road vehicles have stopped. To ensure this, it will be necessary for the Rail Traffic Crew, on being authorised to pass the signal at STOP, to move forward until the leading end of the Rail Traffic has passed the signal and then again stop to allow sufficient time for the flashing light warning signals to operate and road vehicles to have stopped.
7. Speed signs are erected applying a maximum speed of 80km/h at this level crossing. | 554 | 86 |
| PINJARRA EAST | East-South Main to Pinjarra South. | PINJARRA EAST
1. This locality is the junction for the East-South Main to Pinjarra South.
2. The East-South Main between Pinjarra East and Pinjarra South is within Station Limits of Pinjarra.
Pinjarra - Calcine line
4. This line is worked under the Rules applicable to Centralised Traffic Control between Pinjarra East and Calcine. | 0 | 0 |
| ALUMINA JUNCTION | ALUMINA JUNCTION | ALUMINA JUNCTION
1. This is the junction of the Pinjarra East to Calcine CTC section and the Dwellingup line. The Dwellingup line is operated by the Hotham Valley Tourist Railway.
2. The points and catch point leading to the Branch are controlled by a Switchlock, which is controlled by the South West Controller.
3. Station Limits signs are erected as follows:
* For Down Rail Traffic, 10 metres past the catchpoint indicator on the Branch Line.
* For Up Rail Traffic, 310 metres from the catchpoint indicator.
4. An Indicator sign is erected approximately 500 metres from the Station Limits sign in the Up direction.
5. On arrival of Down Rail Traffic enroute to Dwellingup the Rail Traffic must be stopped with the leading end of the Rail Traffic standing between the "A" and "B" posts. The South West Controller must then be requested to release the switchlock and when released, the points can then be reversed for the Dwellingup line.
6. Up Rail Traffic arriving at Alumina Junction from the Dwellingup line must be brought to a stand on the approach to the catchpoint indicator and the South West Controller requested to release the switchlock. When released, the points may then be reversed for the Dwellingup line.
7. The South West Controller must be advised on each occasion when the Rail Traffic is clear of the points or catch points and the switchlock has been returned to normal and secured.
8. Should a failure of the Centralised Traffic Control System occur and it is necessary for Rail Traffic to proceed from Pinjarra to Dwellingup, A Signal Technician must attend the Switchlock to manually release the switchlock with permission from the Network Controller, the Rail Traffic must be in possession of an Alternative Movement Authority to permit the Rail Traffic to depart from the Pinjarra East to the Junction, and when the Rail Traffic has been admitted to the Dwellingup Branch and the rear vehicle is clear of the catch point and the Switchlock has been restored to normal, the Alternative Movement Authority can be Fulfilled.
9. When under the conditions outlines in paragraph 8 Up Rail Traffic from Dwellingup is required to enter the main line (Pinjarra East- Calcine section) A Signal Technician must attend the Switchlock to manually release the switchlock with permission from the Network Controller and the Rail Traffic Crew must be in possession of an Alternative Movement Authority before moving from the Dwellingup branch. | 0 | 2 |
| ALUMINA JUNCTION | ALUMINA JUNCTION | ALUMINA JUNCTION
1. This is the junction of the Pinjarra East to Calcine CTC section and the Dwellingup line. The Dwellingup line is operated by the Hotham Valley Tourist Railway.
2. The points and catch point leading to the Branch are controlled by a Switchlock, which is controlled by the South West Controller.
3. Station Limits signs are erected as follows:
* For Down Rail Traffic, 10 metres past the catchpoint indicator on the Branch Line.
* For Up Rail Traffic, 310 metres from the catchpoint indicator.
4. An Indicator sign is erected approximately 500 metres from the Station Limits sign in the Up direction.
5. On arrival of Down Rail Traffic enroute to Dwellingup the Rail Traffic must be stopped with the leading end of the Rail Traffic standing between the "A" and "B" posts. The South West Controller must then be requested to release the switchlock and when released, the points can then be reversed for the Dwellingup line.
6. Up Rail Traffic arriving at Alumina Junction from the Dwellingup line must be brought to a stand on the approach to the catchpoint indicator and the South West Controller requested to release the switchlock. When released, the points may then be reversed for the Dwellingup line.
7. The South West Controller must be advised on each occasion when the Rail Traffic is clear of the points or catch points and the switchlock has been returned to normal and secured.
8. Should a failure of the Centralised Traffic Control System occur and it is necessary for Rail Traffic to proceed from Pinjarra to Dwellingup, A Signal Technician must attend the Switchlock to manually release the switchlock with permission from the Network Controller, the Rail Traffic must be in possession of an Alternative Movement Authority to permit the Rail Traffic to depart from the Pinjarra East to the Junction, and when the Rail Traffic has been admitted to the Dwellingup Branch and the rear vehicle is clear of the catch point and the Switchlock has been restored to normal, the Alternative Movement Authority can be Fulfilled.
9. When under the conditions outlines in paragraph 8 Up Rail Traffic from Dwellingup is required to enter the main line (Pinjarra East- Calcine section) A Signal Technician must attend the Switchlock to manually release the switchlock with permission from the Network Controller and the Rail Traffic Crew must be in possession of an Alternative Movement Authority before moving from the Dwellingup branch. | 0 | 2 |
| CALCINE | Alcoa Private siding | CALCINE
1. This station is the termination of the branch line from Pinjarra East.
2. The signals and points at this station are under the control of the South West Controller.
3. The following procedure is to be observed as standard practice for the arrival and departure of trains at Calcine:-
a. Alumina trains must be admitted towards 6R Shunt signal then into the inside of the balloon loop, towards the alumina loading roads.
b. Caustic trains must be admitted towards 6R Shunt signal then into the outside of the balloon loop, towards the caustic unloading siding. | 0 | 0 |
| PINJARRA EAST | East-South Main to Pinjarra South. | PINJARRA EAST
1. This locality is the junction for the East-South Main to Pinjarra South.
2. The East-South Main between Pinjarra East and Pinjarra South is within Station Limits of Pinjarra.
Pinjarra - Calcine line
4. This line is worked under the Rules applicable to Centralised Traffic Control between Pinjarra East and Calcine. | 0 | 0 |
| PINJARRA SOUTH | East-South main to Pinjarra East. | PINJARRA SOUTH
1. This locality is the junction for the East-South main to Pinjarra East.
2. The East-South main between Pinjarra South and Pinjarra East is within Station Limits of Pinjarra.
Oakley Road Level Crossing
1. Flashing light warning signals are provided at this level crossing.
2. For Down trains the flashing light warning signals will commence to operate provided No.169 Down Controlled Absolute Signal is at “Proceed”.
3. For Up trains, the flashing light warning signals will commence to operate provided No.162A Up Controlled Absolute Signal is at “Proceed”.
4. In the event of it being necessary to authorise Rail Traffic to pass No.169 Down Controlled Absolute Signal or No.162A Up Controlled Absolute Signal at the STOP aspect, definite instructions must be given by the Network Controller to the Rail Traffic Crew not to proceed over the Oakley Road level crossing until satisfied that the flashing warning signals are operating and road vehicles have stopped. To ensure this, it will be necessary for the Rail Traffic Crew, on being authorised to pass the signal at STOP, to move forward until the leading end of the Rail Traffic has passed the signal and then again stop to allow sufficient time for the flashing light warning signals to operate and road vehicles to have stopped. | 0 | 0 |
| KWINANA | MAIN LINE 1334 METRES. CROSSING LOOP 1314 METRES. | KWINANA
1. Standard and narrow gauge yards are provided at this station.
2. This station is a Train Order Station for the Train Order System for the Midland Railway and the Miling Branch.
3. A triangle is provided to give direct access to KBT, CSBP, AGR, WMC, Coogee Chemicals, F.P.A. or CBH private sidings from either the dual gauge main line or the standard or narrow gauge station yards.
4. Both the northern and southern legs of the triangle, including the standard gauge line to CSBP loop, the dual gauge line to CBH, the dual gauge line to KBT, and the narrow gauge line to Bauxite Junction are incorporated within station limits.
5. In order to prevent road issues on Level Crossings between Kwinana and Wellard, the Network Controller should avoid situations where rail Traffic will come to a stand at either D5 or U5 Intermediate signals, this is to be achieved by:
a. prior to allowing a second Down Rail Traffic service to depart Kwinana to Wellard, ensure the preceding service has either arrived in Wellard or route set into Wellard.
b. prior to allowing a second Up Rail Traffic service to depart Wellard to Kwinana, ensure the preceding service has either arrived in Kwinana or route set into Kwinana.
Failure of signals applicable to Dual Gauge Running:-
Kwinana - Signal Nos 26, 27, 102, 104, 108, 100, 112, 162, 184 and 186
1. Upon Rail Traffic being brought to a stop at a signal where that signal is :-
a. applicable to Dual Gauge Track, and
b. is situated near to a set of points or a crossover, the Rail Traffic Crew must communicate with the Network Controller in the normal manner.
2. If the fault has been caused by a failure of the Gauge Discrimination Equipment, then the Network Controller must obtain the following information from the Rail Traffic Crew:-
a. the number of the signal at which the Rail Traffic is stopped ;
b. the number of the Rail Traffic ; and
c. the gauge of the Rail Traffic.
3. The Network Controller must verify the information given by the rail Traffic Crew by repeating back the information outlined in paragraph 2.
4. The Network Controller will then advise the Rail Traffic Crew that the appropriate route will be set and locked and that the Rail Traffic may proceed after confirming that this has been done but must ensure that the track ahead is set to the correct gauge.
Wellard Road Level Crossing
1. Flashing light warning signals and half boom gates at this level crossing.
2. For Down Rail Traffic proceeding toward Wellard, the flashing light warning signals and half boomgates will commence to operate provided Down Departure Signal No.44 is at "Proceed".
3. For Up Rail Traffic proceeding from Wellard the flashing light warning signals and half boomgates will commence to operate when the Rail Traffic passes No. 42 Controlled Absolute Signal.
4. In the event of it being necessary to authorise Rail Traffic to pass No.44 Down Departure Signal at the STOP aspect due to signal failure or other cause, Definite instructions must be given by the Network Controller to the Rail Traffic Crew not to proceed over the Wellard Road level crossing until satisfied that the flashing light, boom gates and warning signals are operating and road vehicles have stopped. To ensure this, it will be necessary for the Rail Traffic Crew, on being authorised to pass the signal at STOP, to move forward until the leading end of the Rail Traffic has passed the signal and then again stop to allow sufficient time for the flashing light warning signals to operate and road vehicles to have stopped. | 1314 | 48 |
| KWINANA QAI | VERVE ENERGY | Verve Energy Coal Siding Narrow Gauge. | 0 | 0 |
| Kwinana ALCOA | Alcoa Bauxite | ALCOA BAUXITE
ALCOA ALUMINA
1. All Rail Traffic movements between Kwinana and Alcoa private siding are on signal indication under the control of the Network Controller South West.
2. No Rail Traffic is permitted to depart Alcoa for Kwinana Yard without permission of South West Control. A notice board is erected at the Caustic / Oil / Alumina siding reading:-
STOP
NO MOVEMENT BEYOND THIS
POINT UNTIL AUTHORISED BY THE
TRAIN CONTROLLER SOUTH WEST
3. Rail Traffic Crews are to confirm with South West Control before requesting permission to enter or exit Alcoa Alumina or Caustic Sidings, the whereabouts of any opposing / conflicting Alcoa Alumina or Caustic services and their intended movements.
4. The Network Controller must ensure the route is set from Controlled Absolute signal No. 134 to the Kwinana yard before giving permission to depart, or in the case of signalling failure that no opposing Rail Traffic has or will be authorised to depart Kwinana Yard for the Alcoa.
5. After departure from Alcoa Alumina or Caustic Siding Rail Traffic must stop while the Rail Traffic Crew resets the points for the line leading to the Alcoa Alumina discharge road and report to South West Control once points have been restored for Alcoa Alumina discharge road. | 0 | 0 |
| Kwinana ALCOA | Alcoa Caustic | ALCOA CAUSTIC
1. All Rail Traffic movements between Kwinana and Alcoa private siding are on signal indication under the control of the Network Controller South West.
2. No Rail Traffic is permitted to depart Alcoa for Kwinana Yard without permission of South West Control. A notice board is erected at the Caustic / Oil / Alumina siding reading:-
STOP
NO MOVEMENT BEYOND THIS
POINT UNTIL AUTHORISED BY THE
TRAIN CONTROLLER SOUTH WEST
3. Rail Traffic Crews are to confirm with South West Control before requesting permission to enter or exit Alcoa Alumina or Caustic Sidings, the whereabouts of any opposing / conflicting Alcoa Alumina or Caustic services and their intended movements.
4. The Network Controller must ensure the route is set from Controlled Absolute signal No. 132 to the Kwinana yard before giving permission to depart, or in the case of signalling failure that no opposing Rail Traffic has or will be authorised to depart Kwinana Yard for the Alcoa.
5. Where it is not possible to place No. 132 signal to Proceed, due to the time delay to reach No. 132 signal, there by causing unnecessary delays to other trains or shunt movements, “CD” track must be Blocked to prevent inadvertently placing No. 130 signal to proceed towards the Alumina/Caustic siding. When No. 132 signal can be placed to proceed the blocking should be removed.
6. After departure from Alcoa Alumina or Caustic Siding Rail Traffic must stop while the Rail Traffic Crew resets the points for the line leading to the Alcoa Alumina discharge road and report to South West Control once points have been restored for Alcoa Alumina discharge road. | 0 | 0 |
| KWINANA QAC | Alcoa Alumina | ALCOA ALUMINA
1. All Rail Traffic movements between Kwinana and Alcoa private siding are on signal indication under the control of the Network Controller South West.
2. No Rail Traffic is permitted to depart Alcoa for Kwinana Yard without permission of South West Control. A notice board is erected at the Caustic / Oil / Alumina siding reading:-
STOP
NO MOVEMENT BEYOND THIS
POINT UNTIL AUTHORISED BY THE
TRAIN CONTROLLER SOUTH WEST
3. Rail Traffic Crews are to confirm with South West Control before requesting permission to enter or exit Alcoa Alumina or Caustic Sidings, the whereabouts of any opposing / conflicting Alcoa Alumina or Caustic services and their intended movements.
4. The Network Controller must ensure the route is set from Controlled Absolute signal No. 132 to the Kwinana yard before giving permission to depart, or in the case of signalling failure that no opposing Rail Traffic has or will be authorised to depart Kwinana Yard for the Alcoa.
5. After departure from Alcoa Alumina or Caustic Siding Rail Traffic must stop while the Rail Traffic Crew resets the points for the line leading to the Alcoa Alumina discharge road and report to South West Control once points have been restored for Alcoa Alumina discharge road. | 0 | 0 |
| KWINANA KBT | Kwinanan Bulk Terminal - Standard Gauge IRON ORE Traffic | KWINANA BULK TERMINAL
1. Dual Gauge facilities exist within this complex and Rail Traffic Crews must take care that the line is properly set for their Rail Traffic when shunting.
2. A notice board is erected on the arrival and departing road at the southern extremity of the Company's yard and refers to Rail Traffic departing from KBT and for shunting movements towards the Down Controlled Absolute Signal. The notice board reads as follows:-
STOP
CONTACT THE NETWORK CONTROLLER
FOR PERMISSION TO PROCEED | 0 | 0 |
| KWINANA | MAIN LINE 1334 METRES. CROSSING LOOP 1314 METRES. | KWINANA
1. Standard and narrow gauge yards are provided at this station.
2. This station is a Train Order Station for the Train Order System for the Midland Railway and the Miling Branch.
3. A triangle is provided to give direct access to KBT, CSBP, AGR, WMC, Coogee Chemicals, F.P.A. or CBH private sidings from either the dual gauge main line or the standard or narrow gauge station yards.
4. Both the northern and southern legs of the triangle, including the standard gauge line to CSBP loop, the dual gauge line to CBH, the dual gauge line to KBT, and the narrow gauge line to Bauxite Junction are incorporated within station limits.
5. In order to prevent road issues on Level Crossings between Kwinana and Wellard, the Network Controller should avoid situations where rail Traffic will come to a stand at either D5 or U5 Intermediate signals, this is to be achieved by:
a. prior to allowing a second Down Rail Traffic service to depart Kwinana to Wellard, ensure the preceding service has either arrived in Wellard or route set into Wellard.
b. prior to allowing a second Up Rail Traffic service to depart Wellard to Kwinana, ensure the preceding service has either arrived in Kwinana or route set into Kwinana.
Failure of signals applicable to Dual Gauge Running:-
Kwinana - Signal Nos 26, 27, 102, 104, 108, 100, 112, 162, 184 and 186
1. Upon Rail Traffic being brought to a stop at a signal where that signal is :-
a. applicable to Dual Gauge Track, and
b. is situated near to a set of points or a crossover, the Rail Traffic Crew must communicate with the Network Controller in the normal manner.
2. If the fault has been caused by a failure of the Gauge Discrimination Equipment, then the Network Controller must obtain the following information from the Rail Traffic Crew:-
a. the number of the signal at which the Rail Traffic is stopped ;
b. the number of the Rail Traffic ; and
c. the gauge of the Rail Traffic.
3. The Network Controller must verify the information given by the rail Traffic Crew by repeating back the information outlined in paragraph 2.
4. The Network Controller will then advise the Rail Traffic Crew that the appropriate route will be set and locked and that the Rail Traffic may proceed after confirming that this has been done but must ensure that the track ahead is set to the correct gauge.
Wellard Road Level Crossing
1. Flashing light warning signals and half boom gates at this level crossing.
2. For Down Rail Traffic proceeding toward Wellard, the flashing light warning signals and half boomgates will commence to operate provided Down Departure Signal No.44 is at "Proceed".
3. For Up Rail Traffic proceeding from Wellard the flashing light warning signals and half boomgates will commence to operate when the Rail Traffic passes No. 42 Controlled Absolute Signal.
4. In the event of it being necessary to authorise Rail Traffic to pass No.44 Down Departure Signal at the STOP aspect due to signal failure or other cause, Definite instructions must be given by the Network Controller to the Rail Traffic Crew not to proceed over the Wellard Road level crossing until satisfied that the flashing light, boom gates and warning signals are operating and road vehicles have stopped. To ensure this, it will be necessary for the Rail Traffic Crew, on being authorised to pass the signal at STOP, to move forward until the leading end of the Rail Traffic has passed the signal and then again stop to allow sufficient time for the flashing light warning signals to operate and road vehicles to have stopped. | 1314 | 48 |
| KWINANA CSBP - SODIUM CYANIDE | C.S.B.P. JUNCTION
C.S.B.P. PRIVATE SIDING | C.S.B.P. JUNCTION
1. This is the junction of the dual gauge line to CO-OPERATIVE BULK HANDLING PRIVATE SIDING and the standard gauge line to the C.S.B.P. Superphosphate Works Private Siding.
C.S.B.P. PRIVATE SIDING
1. A standard gauge loop is provided on the approach to the Superphosphate Works between Catchpoint No.163 at C.S.B.P. JUNCTION, and the main entrance to the Works yard.
2. Facilities are provided at the Superphosphate Works end of the separate narrow and standard gauge loops to provide a dual gauge access to the works.
3. Locomotives setting up wagons for loading must proceed on the middle dual gauge road to the wagon storage sidings at the western end of the works.
4. Because separate narrow, standard and dual gauge facilities exist within this complex, train crews must ensure that points are properly set for their train while shunting in the works.
5. Locomotives must not enter any of the loading roads within the works. Markers are provided at the Kwinana end of the loading roads and a shunting tractor is used to manoeuvre the loaded wagons toward the narrow and standard gauge loops.
6. The Rail Traffic Crew of a service departing from either of the C.S.B.P. Loops must advise the Network Controller immediately the Rail Traffic is ready to depart towards COCKBURN SOUTH or KWINANA Station Yard and also state the number and the gauge of the Rail Traffic.
AUSTRALIAN GOLD REAGENTS SIDING
1. This CSBP siding is accessed from No. 175 Switchlock.
2. The Network Controller can release the Switchlock after the A-B section on the approach has been occupied for at least 120 seconds.
3. The Rail Traffic Crew of any service entering this siding must ensure the Switchlock is not restored to normal while locomotive is within the siding, this is in the event that evacuation of the site becomes necessary.
4. The Network Controller must ensure the Controlled Absolute signal No, 192 is placed to and held at proceed until the locomotive has departed the siding.
5. In the event of it being necessary to evacuate the siding and signal No. 192 is not at proceed, the Rail Traffic Crew are authorised to evacuate even if the signal is displaying a Stop indication. | 0 | 0 |
| CSBP Anhydrous Amonia | C.S.B.P. JUNCTION
C.S.B.P. PRIVATE SIDING | C.S.B.P. JUNCTION
1. This is the junction of the dual gauge line to CO-OPERATIVE BULK HANDLING PRIVATE SIDING and the standard gauge line to the C.S.B.P. Superphosphate Works Private Siding.
C.S.B.P. PRIVATE SIDING
1. A standard gauge loop is provided on the approach to the Superphosphate Works between Catchpoint No.163 at C.S.B.P. JUNCTION, and the main entrance to the Works yard.
2. Facilities are provided at the Superphosphate Works end of the separate narrow and standard gauge loops to provide a dual gauge access to the works.
3. Locomotives setting up wagons for loading must proceed on the middle dual gauge road to the wagon storage sidings at the western end of the works.
4. Because separate narrow, standard and dual gauge facilities exist within this complex, Rail Traffic Crews and Shunting Crews must ensure that points are properly set for their intended movement while shunting in the works.
5. Locomotives must not enter any of the loading roads within the works. Markers are provided at the Kwinana end of the loading roads and a shunting tractor is used to manoeuvre the loaded wagons toward the narrow and standard gauge loops.
6. A Notice Board is erected on the dual gauge siding and refers to Rail Traffic departing from the works and reads as follows:-
STOP
NO MOVEMENT TO BE MADE BEYOND
THIS POINT WITHOUT PERMISSION OF
SIGNAL OPERATOR KWINANA
7. The Driver of a train departing from either of the C.S.B.P. Loops must advise the Train Controller immediately the train is ready to depart towards COCKBURN SOUTH or KWINANA Station Yard and also state the number and the gauge of the train. | 0 | 0 |
| KWINANA WMC S G | WESTERN MINING CORPORATION SIDING | WESTERN MINING CORPORATION SIDING
1. The Points giving access to this siding are located in the C.S.B.P. JUNCTION – CO-OPERATIVE BULK HANDLING section, and are controlled by a switchlock.
2. The switchlock is controlled by the Network Controller South West from whom a “release” must be obtained.
3. “A” and “B” posts are positioned in the ground on the approach to the siding, and for trains wishing to enter the siding it will be necessary to stop with the locomotive or loading vehicle between the “A” and “B” post. The switchlock can then be released by the Train Controller.
Kwinana Beach Road Level Crossing
1. Flashing light warning signals are provided at this level crossing.
2. For all Up standard gauge trains ex Western Mining Corporation Siding, a speed restriction of 10km/h applies until the level crossing has been reached. | 0 | 0 |
| KWINANA CBH | BALLOON LOOP | CO-OPERATIVE BULK HANDLING SILO
1. All grain trains of both gauges must traverse the dual gauge balloon loop to gain access to the unloading grids. All Rail Traffic movements around the loop must be in a clockwise direction unless otherwise directed by Network Control.
2. No 180 Controlled Absolute signal situated at the termination of the arrival road is fixed at the “STOP” aspect. Arriving Rail Traffic are admitted to either No 1 or No 2 Departure roads by the exhibition of No 180B Shunt Signal.
3. The trackage in the complex is of dual gauge except for the Standard Gauge stow road off No 2 Departure road.
4. Notice board inscribed “Call CBH Supervisor on 95915137 for Permission to Enter. Then Network Control to Call for 180 signal” is erected adjacent to No 179 points and are applicable for all trains entering the CBH complex.
5. The Rail Traffic Crews must advise Control they have spoken to the CBH Supervisor and have obtained permission to enter the CBH siding and which road they are to enter.
6. In all instances when more than one Rail Traffic is in the siding, Rail Traffic Crews must communicate with each other to ensure no conflicting movements occur.
7. After discharge, trains are to move forward to Nos. 172 or 174 Controlled Absolute signals, as the case may be, where the Network Controller is to be contacted for clearance of the relevant signal and permission to proceed.
8. When it is necessary to contact the Network Controller, radios are to be switched to Channel UHF102. | 0 | 0 |
| WAGERUP | Junction to the Alcoa Refinery | WAGERUP
1. This station is the junction to the Alcoa Refinery at Yalup Brook and is divided into three separate junctions identified as Wagerup North, Wagerup East and Wagerup South. The running line between each location is within Station Limits of Wagerup.
2. The Controlled Absolute Signals from the bi-directional Up branch and bi-directional Down branch at Wagerup East No.135 and No.133 respectively are fixed at the STOP aspect. Admittance to the Refinery is governed by the Shunt Signal attached to the relevant signal mast.
3. Rail Traffic entering the Refinery area must traverse the balloon loop in an anti-clockwise direction and must depart only from the line controlled by No.132 Controlled Absolute Signal.
4. Any departure from the above procedure must be for emergency reasons only.
5. This junction is a non-crossing station for through Waroona-Yarloop trains and vice versa. A crossing may be effected with Up Rail Traffic enroute from the Refinery to Pinjarra and Up or Down through main line Rail Traffic, similarly Rail Traffic enroute from the Refinery to Bunbury Inner Harbour may cross through Up or Down main line Rail Traffic.
Bristol Road Level Crossing
1. Flashing light warning signals are provided at this level crossing.
2. For Down Rail Traffic the flashing light warning signals will commence to operate provided No.127 Down Controlled Absolute Signal is at "Proceed".
3. For Up Rail Traffic the flashing light warning signals will commence to operate provided No.126 or No.128 Up Departure Signal is at "Proceed".
4. In the event of it being necessary to authorise Rail Traffic to pass No.127 Down Controlled Absolute Signal or No.126 or No.128 Up Departure Signal at the STOP aspect, definite instructions must be given by the Network Controller to the Rail Traffic Crew not to proceed over the Bristol Road level crossing until satisfied that the flashing light warning signals are operating and road vehicles have stopped. To ensure this, it will be necessary for the Rail Traffic Crew, on being authorised to pass the signal at STOP, to move forward until the leading end of the Rail Traffic has passed the signal and then again stop to allow sufficient time for the flashing light warning signals to operate and road vehicles to have stopped.
5. Due to the lack of Rail Traffic over the Up Branch portion of the Triangle (Wagerup North – Wagerup East) it is the responsibility of the Rail Traffic Crew to proceed in accordance with Network Safeworking Rule 2015 Active Control Level Crossing Management section 9.1
Marriot Road Level Crossing
1. Flashing light warning signals, bells and half boomgates are provided at this level crossing.
2. For Down Rail Traffic, the flashing light warning signals, bells and half boomgates will commence to operate provided No.125 Down Departure Signal is at “Proceed” or as the Rail Traffic passes No. 123 Down Departure Signal.
3. In the event of it being necessary to authorise Rail Traffic to pass No.125 Down Departure Signal at the STOP aspect, due to a signal failure or other cause, definite instructions must be given by the Network Controller to the Rail Traffic Crew not to proceed over the Marriot Road level crossing until satisfied that the boomgates are properly lowered. To ensure this, it will be necessary for the Rail Traffic Crew, on being authorised to pass the signal at STOP, to move forward until the leading end of the Rail Traffic has passed the signal and then again stop to allow sufficient time for the boomgates to be lowered.
YALUP BROOK
1. Scotch block are provided at both ends of the caustic/oil unloading road. These scotch must be kept locked across the rail at all times except during shunting operations.
2. Under no circumstances are wagons to be left standing on the caustic/oil unloading road, whilst not attached to a locomotive, unless both scotch blocks are locked across the rail. | 0 | 119 |
| AVON YARD | CROSSING LOOP 2079 METRES | AVON YARD
1. This is the junction of the dual gauge double line from Forrestfield, narrow gauge single line to Albany (Great Southern Railway), narrow gauge single line to McLevie (Northern Railway) and the standard gauge single line to Kalgoorlie (Eastern Goldfields Railway), and is a Train Order Station for the Receipt of Train Orders for the Northern Railway and Great Southern Railway.
2. Rules of Operation
2.1 The Great Southern Railway is operated under the Rules applicable to the Train Order Working from Avon Yard to Albany.
2.2 The Northern Railway is operated under the Rules applicable to Train Order Working between Avon Yard and McLevie.
2.3 The Eastern Goldfields Railway is operated under the Rules applicable to Centralised Traffic Control.
3. The signalling and interlocking is operated by the Central Network Controller.
4. Crank handles for manual operation of the points in the event of a failure of the power operated points are located in locked cabinets adjacent to the points to which they apply. Each cabinet is clearly marked with the relevant number of the points. In the event of a points failure, extreme care is necessary to ensure that the correct crank handle is withdrawn for the manual operation of the points.
5. When Alternative Movement Authoirties are to be issued on the standard gauge the Network Controller must not place 64, 61b or 63b signals at proceed from or to the GSR branch until the portion of the track between No.65 and 68 signal is clear of all standard gauge movements.
6. In the event of a failure of the standard gauge signalling and it is necessary for standard gauge Rail Traffic to proceed from Avon Yard to Seabrook or on arrival from Seabrook the Rail Traffic Crew must not proceed over the diamond crossing leading to the Great Southern Railway until assured by the Central Controller that there is no opposing Rail Traffic movement in the narrow gauge Avon Yard - Spring Hill section. Similarly in the event of a failure of the narrow gauge signalling and it is necessary for narrow gauge Rail Traffic to proceed from Avon Yard to Spring Hill or on arrival from Spring Hill the Rail Traffic Crew must not proceed over the diamond crossing leading to the Eastern Goldfields Railway until assured by the Central Controller that there is no opposing Rail Traffic movement in the standard gauge Avon Yard - Seabrook section.
7. Access to or from the SG Yard may be made using any of the Switchlocks 210, 211 or 212 on the SG Loop. Operation of these switch locks is generally as per Procedure 9024 section 3.1 Operation of Switchlocks of the Network Safeworking Rules and Procedures.
8. Access to the SG Yard from Switchlock 212 at the Eastern end of the SG Loop may additionally be accessed via a proceed movement from signal 40, as perProcedure 9024 section 3.1 Operation of Switchlocks.
9. A temporary Stop sign has been installed adjacent to the SG Loop approximately 120 metres on the upside of No. 210 switchlock that reads "STOP Do Not Proceed Without Permission From Control”, this applies to all Up movements on the Loop.
AVON YARD ACCESS ROAD LEVEL CROSSING (FL222)
1. Flashing light warning signals and two manual push buttons for shunting movements are provided at this level crossing.
2. For Down Rail Traffic from the main line, loop or CBH siding the flashing light warning signals will commence to operate provided No.45, 43 or 47 Down Directing Signal is at "Proceed".
3. In the event of Down Rail Traffic being stopped at either No.45, 43 or 47 Down Controlled Absolute Signal, the flashing light warning signals will commence to operate immediately the signal has been placed to "Proceed".
4. In the event of it being necessary to authorise Rail Traffic Crews to pass No.43, 45 or 47 Down Controlled Absolute Signals at the STOP aspect, due to a signal failure or other cause, definite instructions must be given by the Controller to the Rail Traffic Crew not to proceed over the Avon Yard Access Road until satisfied that the flashing light warning signals are operating correctly. To ensure this, it will be necessary for the Rail Traffic Crew, on being authorised to pass the signal at STOP, to move forward until the leading end of the Rail Traffic has passed the signal and then again stop to allow sufficient time for the flashing light warning signals to operate and road vehicles to have stopped. | 2079 | 115 |
| SPRING HILL | NON CROSSING STATION | SPRING HILL
1. This is a Train Order Non Crossing Station.
2. Station Limits signs are erected at 10.62km and at 11.40km..
3. Train Order Non Crossing Station indicator signs are erected 500 metres from the Station Limits signs in each direction.
4. A shed with battery powered lighting is provided. | 0 | 11 |
| YORK | MAIN LINE 577 MTRS. CROSSING LOOP 577 MTRS. CBH SDG. 753 MTRS. DRIFT UP DIRECTION. | YORK
1. This is a Train Order Crossing Station and Junction for the Quairading Branch Line which is non-operational.
2. A crossing loop with limited crossing facilities is provided.
3. The C.B.H. siding is protected at each end by derailers which are normally in the “Lock Off” rail position. These derailers must be placed across the line and locked if vehicles are stowed in the loop and restored to the “Lock Off” position when siding is clear.
4. Station Limits signs are erected as under:
a. 50 metres from the main line facing points as seen by Rail Traffic approaching from Spring Hill.
b. 1000 metres from the facing points providing access to the CBH siding for Rail Traffic approaching from Beverley.
5. Train Order Crossing Station indicator signs are erected 500 metres from the Station Limits signs in each direction.
6. Round type point indicators are attached to all main line points.
7. The self-restoring points providing access to the Quairading Branch are clipped and locked for the GSR Main line.
8. Telephone communication is provided in the Train Order Cabin at the southern end of the platform and south end of yard.
9. Rail Traffic Crews of Up Rail Traffic approaching York from Beverley must observe extreme caution due to the formation of the line which obstructs the clear view of the station area.
10. A refuge siding is provided with access from the South End of the loop only and is protected by a scotchblock.
South Street Level Crossing
1. Flashing light warning signals and push buttons are provided at this level crossing.
2. A Notice Board is located on both sides of the level crossing applying only to the loop line and reads as follows:
"STOP
Activate level crossing lights and wait 25 seconds before proceeding"
3. All loop line Rail Traffic must stop at these Notice Boards and activate the flashing lights and bells. Wait 25 seconds before proceeding across the level crossing.
4. To activate the flashing lights and bells for the Loop line trains, the push the buttons mounted next to the Notice Boards must be used.
5. A Flag Attendant’s manual switch is mounted on the side of the equipment case at the level crossing can activate the flashing lights and bells.
Henrietta Street Level Crossing
1. Flashing light warning signals and push buttons are provided at this level crossing.
2. Push buttons in a box secured with a Standard padlock are located adjacent to and on either side of the level crossing.
3. For all movements from the loop or yard the Competent Worker in charge of the Rail Traffic movement must press the "start" button to operate the flashing light warning signals prior to a movement being made over the level crossing.
4. When a shunting movement is to return to the Main, Loop or Yard the Competent Worker in charge of the movement must press the "start" button to operate the flashing light warning signals prior to a movement being made over the level crossing.
5. The speed of any Rail Traffic movement over the level crossing must not exceed 10km/h until the Rail Traffic has reached the level crossing.
6. A notice board is located on the same post as the 10km/h speed restriction sign and reads as follows: "NO STANDING BETWEEN THIS POINT AND THE CROSSING"
7. A notice board is located near the siding points on the station side of the level crossing and reads as follows:
"STOP. ACTIVATE LEVEL CROSSING LIGHTS and WAIT 25 Seconds BEFORE PREOCEEDING"
McCartney Street Level Crossing
1. Flashing Light warning signals are provided at this level crossing. | 577 | 41 |
| BEVERLEY | CBH SDG. 376 MTRS, DRIFT UP DIRECTION. | BEVERLEY
1. This is a Train Order Crossing Station with limited crossing facilities.
2. The crossing loop is also used as the CBH loading line and is protected at each end by derailers which are normally in the "LOCK Off" rail position. These derailers must be placed across the line and locked if vehicles are stowed in the loop and restored to the "Lock Off" position when the siding is clear.
a. A portion of the Beverley CBH siding, from the CBH load out point to the derailer near No. 2 points, has been allocated for Watco to use as a wagon repair depot.
b. No 2 points are secured by special padlock under the control of Watco.
c. The CBH siding will be restricted to Watco services and Arc Infrastructure Inspection vehicles only.
d. Demarcation fencing has been installed on a portion of the CBH siding between the CBH siding and the Main Line to indicate a position of safety from through Rail Traffic on the Main Line.
3. Station Limits signs are erected as follows:
a. 350 metres from the main line facing points to the CBH Siding for UP Rail Traffic approaching from Narrogin.
b. 1070 metres from the main line to loop points for DOWN Rail Traffic approaching from York.
4. Train Order Crossing Station indicator signs are erected approximately 500 metres from the Station Limits signs.
5. Round type point indicators are attached to all main line points.
6. Telephone communications and battery powered lighting are provided in the cabin on the Up side of the main line at the 74.05 t/pole.
John Street Level Crossing
1. Flashing light warning signals are provided at this level crossing.
Vincent Street Level Crossing
1. Flashing light warning signals and a push button are provided at this level crossing.
2. A push button in a box secured with a Standard padlock is located adjacent to and on either side of the level crossing.
3. A notice board is located next to the loop and adjacent to the 10kph speed restriction sign and reads as follows:
"NO STANDING BETWEEN THIS POINT AND CROSSING" | 376 | 74 |
| MOUNT KOKEBY | CROSSING LOOP 479 MTRS. CBH SDG. DRIFT UP DIRECTION. | MOUNT KOKEBY
1. This is a Train Order Crossing Station with limited crossing facilities restricted to the CBH siding.
2. Station Limits signs are erected 500 metres from the main line facing points at the north end and 500 metres at the south end.
3. Train Order Crossing Station indicator signs are erected approximately 500 metres from the Station Limits signs.
4. Round type point indicators are attached to all main line points.
5. A telephone shed with battery powered lighting is provided on the Down side of the main line opposite CBH.
6. This siding is protected at each end by derailers which are normally in the “Lock Off” position. These derailers must be placed across the line and locked if vehicles are stowed in the siding and restored to the “Lock Off” position when the siding is clear. | 479 | 87 |
| BROOKTON | MAIN 428 METRES. CROSSING LOOP 428 METRES. CBH SDG. DRIFT UP DIRECTION. | BROOKTON
1. This is a Train Order Crossing Station and the CBH Siding is within Station Limits of Brookton.
2. Station Limits signs are erected as follows:
a. 1000 metres from the Main Line facing points for Rail Traffic approaching from Mount Kokeby.
b. 95 metres from the main line facing points for Rail Traffic approaching from Pingelly.
3. Train Order Crossing Station indicator signs are erected approximately 500 metres from the Station Limits signs.
4. Round type point indicators are attached to all main line points leading to the Loop.
5. Main Line points No. 4 giving access to the CBH siding has a Square type points indicator, which shows Half Green Half Red, green indicating the way the points are set.
6. Telephone communication and battery lighting are provided in the cabin opposite the station building and a telephone cabin adjacent to the CBH catch points.
7. A crossing loop is provided.
8. No. 4 points at Brookton leading to the CBH siding does not have an Annetts Lock and is secured by a Standard Padlock only, these points may be left set and locked for the last train movement, Rail Traffic Crews must ensure the points are correctly set for their intended movement, signs have been place on all approaches to these points that read:
“ATTENTION RAIL TRAFFIC CREWS MUST CONFIRM THE MAIN LINE CBH POINTS ARE SET AND SECURED BEFORE TRAVERSING THESE POINTS.”
9. Train Orders for up Rail Traffic services travelling to or through Brookton must not be issued for travel beyond Brookton Station Limits until that up Rail Traffic has arrived at the Station Limits sign.
10. Competent Workers in charge of Track Vehicles must ensure that, after use, No. 4 points are left set and locked for the CBH siding.
11. The CBH siding is protected by derailer. The derailer is normally in the "Lock Off" position and must be placed over the rail when wagons are stowed and restored to the "Lock Off" position when the siding is clear. A derailer is provided at CBH to protect Richardson Road level crossing which is normally in the “Lock Off” position. The derailer must be placed across the line and locked if vehicles are stowed in the siding and restored to the “Lock Off” position when the siding is clear.
12. Rail vehicles must not be stabled between the derailer at Richardson Street and No. 4 points.
13. A track machine refuge siding, protected by a scotch block, is provided with access from the south end of the loop. Points are clamped and locked by Supervisor Services Narrogin.
Brookton Highway Level Crossing
1. Flashing Light warning signals and push buttons are provided at this level crossing.
2. Push buttons in a box secured by a Standard padlock are provided on the North side of the level crossing.
3. For all Up Rail Traffic approaching the level crossing on the loop or from the yard, the Competent Worker in charge of the movement must press the "Start" button provided to operate the flashing light warning signals prior to a movement being made over the level crossing. When the Rail Traffic has proceeded completely over the level crossing, the flashing light warning signals will automatically extinguish.
4. For all shunting movements over the level crossing, the Competent Worker in charge of the shunting movement is to operate the "Start" push button prior to any movement being made over the level crossing. When the Rail Traffic has proceeded completely over the level crossing, the flashing light warning signals will automatically extinguish.
5. When the return movement is ready to be made, the "Start" button must be operated in order to restart the flashing light warning signals. The flashing light warning signals will automatically extinguish when the Rail Traffic has proceeded completely over the level crossing.
6. The flashing light warning signals can be started from either side of the level crossing and in the event that the flashing light warning signals do not extinguish after completion of shunting movements, the flashing light warning signals can be extinguished by operating the "Stop" button provided on either side of the level crossing.
7. Notice boards are erected for Up Rail Traffic on the Main and Loop at the 10Kph speed restriction signs and reads as follows:
"NO STANDING BETWEEN THIS POINT AND THE LEVEL CROSSING"
Robinson Road Level Crossing
1. Flashing light warning signals and push buttons are provided at this level crossing.
2. For Rail Traffic departing the CBH siding; the flashing light warning signals will commence to operate when the Rail Traffic has passed the location of the derailer from the sidings.
3. Push buttons are located the south side of the level crossing in order to operate the flashing light warning signals when shunting over the level crossing from the loop to the CBH siding.
4. The push buttons must be operated to start the flashing light warning signals before shunting movement occurs and when the movement has passed completely over the level crossing the push button must be operated to cancel the flashing light warning signals. | 428 | 105 |
| PINGELLY | NON CROSSING LOCATION | PINGELLY
1. This is a Train Order Non Crossing Station.
2. Station Limits signs are erected at the 125.492km and 123.850km.
3. Train Order Non Crossing Station indicator signs are erected approximately 500 metres from the Station Limits signs.
5. A telephone shed with battery powered lighting is provided on the Down side of the Main Line opposite the 125km peg.
Review Street Level Crossing (No. 429)
1. Flashing light warning signals are provided at this level crossing.
Brown Street Level Crossing (No. 147)
1. Flashing light warning signals are provided at this level crossing. | 0 | 125 |
| POPANYINNING | NON CROSSING STATION | POPANYINNING
1. This is a Train Order Non Crossing Station.
2. Station Limits signs are located at the 141.767 km and 142.500 km.
3. Train Order Non Crossing Station indicator signs are erected approximately 500 metres from the Station Limits signs. | 0 | 142 |
| YORNANING | CBH SDG. 478 MTRS. DRIFT UP DIRECTION. | YORNANING
1. This is a Train Order Crossing Station with limited crossing facilities confined to the CBH Siding.
2. Station Limits signs are erected 500 metres from the main line facing points in each direction.
3. Train Order Crossing Station indicator signs are erected approximately 500 metres from the Station Limits signs.
4. Round type point indicators are attached to all Main Line points.
5. A telephone shed with battery powered lighting is erected on the hardstand on the Down side of the Main Line adjacent to CBH.
6. The CBH siding is protected by catchpoints at each end.
7. A culvert is located approximately 10 metres from the Main Line points at the south end of the CBH siding and care is to be taken when shunting or walking in the vicinity of these points. | 478 | 152 |
| CUBALLING | CROSSING LOOP 500 METRES | CUBALLING
1. This is a Train Order Crossing Station with limited crossing facilities
2. Station Limits signs are erected 50 metres from the main line facing points in each direction.
3. Train Order Crossing Station indicator signs are erected approximately 500 metres from the Station Limits signs.
4. Round type point indicators are attached to all Main Line points.
5. Telephone communication and battery lighting are provided in a telephone cabin.
6. The loop is protected by catchpoints and two scotchblocks positioned either side of Cuballing West Road level crossing. The scotch blocks are "Lock On/Lock Off" type, the normal position being "Locked Off".
Campbell Street Level Crossing (FL 533)
1. Flashing light warning signals are provided at this level crossing.
2. When an Up or Down train is required to enter the loop from either end the setting of the points from the Main Line to the siding will cancel the operation of the flashing light warning signals.
3. Push buttons are located on either side of the level crossing adjacent to the siding and the notice boards erected there.
4. The Competent Worker in charge of the shunting must operate the push button to start the flashing light warning signals.
5. The flashing light warning signals will automatically cancel when the train has passed completely over the level crossing.
6. The notice boards read as follows:
"STOP ACTIVATE LEVEL CROSSING LIGHTS" | 500 | 162 |
| NARROGIN | YILLIMINNING MAIN 760 MTRS. ALBANY MAIN 736 MTRS | NARROGIN
1. This is a Train Order Crossing Station and the junction for the branch line to Yilliminning.
2. Station Limits signs are erected as follows:
a. For Rail Traffic approaching from Yilliminning - 1065 metres from the facing points of the crossover to the Wagin main line.
b. For Rail Traffic approaching from Wagin - 1430 metres from the trailing point of the Yilliminning main line crossover.
c. For Rail Traffic approaching from York - 350 metres north of the main line points which provide access to the CBH Siding.
3. Train Order Crossing Station indicator signs are erected approximately 500 metres from the Station Limits signs.
4. Self-restoring points and indicators, as described in Arc Infrastructure's Network Safeworking Rules and Procedures 9022 Operation of Self Restoring Points, are provided from the Yilliminning main line to the Albany main line at the northern end of Narrogin and are clamped and locked for the Albany main.
5. All other main line points are provided with ordinary type point indicators and rigid levers.
6. Telephone cabins with battery operated lighting are provided at the North and South ends.
7. No 10 and 11 points at the south end providing access from the Albany main to the Yilliminning section are clamped and locked for the Albany line
Clayton Road Level Crossing (No. 46)
1. Flashing light warning signals, bells and half boom gates are provided at this level crossing.
2. A notice board is erected adjacent to the 15km/h speed restriction signs in the Up direction and reads as follows:
"NO STANDING BETWEEN THIS POINT AND THE LEVEL CROSSING"
3. For all Rail Traffic movements over the level crossing the crossing will recover automatically when the whole of the Rail Traffic has passed over the level crossing.
4. During the shunting operations Rail Traffic requiring to set back after activating the crossing must first clear past the level crossing Speed Restriction signs.
Herald Street Level Crossing (No. 142)
1. Flashing light warning signals, bells and half boom gates are provided at this level crossing.
2. This is a 2 track level crossing.
3. Drivers Proceed Indicators are provided at this level crossing.
4. Drivers Proceed Indicators numbers 1 and 2 are installed on the Albany main line with radio controls. Driver's Proceed Indicator No.1 is for the Down approach and Drivers Proceed Indicator No.2 is for the Up approach.
5. Driver's Proceed Indicators numbers 3 and 4 are installed on the Yilliminning main line with radio controls. Driver's Proceed Indicator No.3 for the Down approach and Driver's Proceed Indicator No.4 is for the Up approach.
6. Rail Traffic must not pass a Driver's Proceed Indicator displaying a red indication. All Rail Traffic requiring to proceed over the level crossing must stop at a Driver's Proceed Indicator displaying a red indication, activate the level crossing flashing lights and the proceed past the Driver's Proceed Indicator only when a yellow indication is displayed. On activation of the flashing lights, a delay between 10-25 seconds will pass before the yellow indication is displayed on the Driver's Proceed Indicators.
7. Rail Traffic on either of the main lines approaching the level crossing will normally automatically activate the flashing light warning signals and the Driver's Proceed Indicator will show a yellow indication. If a main line Driver Proceed Indicator does not immediately change to a yellow indication on approach to the crossing, drivers should be prepared to stop at the red indication and activate the level crossing controls by using radio or push button.
8. Trains on the loop line approaching the level crossing will normally automatically activate the flashing light warning signals and the Driver's Proceed Indicator will show a yellow indication. If the Sriver's Proceed Indicator does not immediately change to a yellow indication on approach to the crossing, drivers should be prepared to stop at the red indication and activate the level crossing controls by using radio or push button.
9. A notice board is erected adjacent to the 20kmph restriction signs in the Up direction and reads as follows:
"NO STANDING BETWEEN THIS POINT AND THE LEVEL CROSSING"
10. To activate the flashing lights (after they have been deactivated) for trains approaching the level crossing on either main line either the start button mountedon the Driver's Proceed Indicator or the radio signal must be used.
11. The manual push button mounted on each Driver's Proceed Indicator comprises of a pair of start/stop buttons. The start button is to be pressed to ativate the flashing lights.
12. The stop button is to be pressed only if the flashing lights have been activated and require to be deactivated because the train will not proceed across the level crossing, on either of the main lines or on the loop line. Once pressed the Driver's Proceed Indicators will immediately display a red indication and the flashing lights will continue to flash for 60 seconds before extinguishing
13.The radio signal is transmitted via the locomotives UHF radio keypad by keying in the site activation number. The activationg number is 135 for the Yilliminning main line and 148 for the Albany main line.
14. There are two flag attendant manual switches. One is mounted on the side of the equipment case at the level crossing and another one is mounted diagonally opposite the level crossing on a post. Either can be used to activate the level crossing flashing lights. To deactivate the flashing lights the manual switch is required to be turned to be turned to it's "off" position.
15. in the event of a system failure where the Driver's Proceed Indicator is not illuminated or fails to give a yellow indication, the level crossing is to be protected by a flag attendant. Such failures are to be reported to Train Control at the first practical opportunity.
16. For all movements over the level crossing the crossing will recover automatically when the whole of the train has passed over the level crossing.
Pioneer Drive Level Crossing (No. 1021)
1. Flashing light warning signals, bells and half boom gates are provided at this level crossing.
2. This is a 2 track level crossing. | 736 | 176 |
| WAGIN | CROSSING LOOP 498 MTRS. | WAGIN
1. This is a Train Order Crossing Station and the junction for the Lake Grace Branch line.
2. Station Limits signs are provided as follows:-
a. 1250 metres from the points leading from the G.S.R. main line to the bypass line for Rail Traffic approaching from Katanning.
b. 1000 metres from the points leading from branch main to bypass line for Rail Traffic approaching from Lake Grace.
c. 1350 metres from the main line facing points for Rail Traffic approaching from Avon Yard.
3. Train Order Crossing Station indicator signs are erected approximately 500 metres from the Station Limits Signs.
4. All Main Line points are operated by rigid small point levers and are provided with Round type point indicators.
5. Lock On/Lock Off Scotch Blocks are provided on the Main Line to provide standing capacity for 680 metres. Scotch Blocks are normally in the Lock Off position and in the Lock On position only when wagons are stowed.
6. The loop is protected at the Narrogin end by a scotch block and catch points at the Albany end with catch point indicators provided.
7. A Stow road accessed from the Loop is protected by catch points with indicators provided.
8. A Perway road accessed from the Stow road is provided and is protected at each end by scotch blocks.
Ware Street Level Crossing (No. 393)
1. Flashing light warning signals are provided at this level crossing.
Tudheo Street Level Crossing (No. 597)
1. Flashing light warning signals and bells are provided at this level crossing.
2. Two (2) Driver indicators are provided at this level crossing for Up Rail Traffic.
3. Up Rail Traffic departing Wagin must stop at the Driver's Indicators displaying a red indication and activate the level crossing flashing lights and bells and proceed past the Driver's Indicator when a flashing yellow indication is displayed. On activating the flashing lights and bells 25 seconds will pass before the Flashing yellow indication is displayed. Rail TRaffic must not pass the Driver's Indicator displaying a red indication.
4. A notice board is located on the Driver's Indicator posts and reads as follows:
"STOP
Activate level crossing lights"
5. To activate the flashlights and bells for Up Rail Traffic either a manual switch mounted on the Driver's Indicator mast or a Radio Signal may be used.
6. The Radio Signal is transmitted via the locomotive's UHF Radio keypad by keying in the site activate number 148 which is displayed on the Driver's Indicator post.
7. When an Up shunt move fully clears the roadway and then pushes back in the Down direction into Wagin yard a Competent Worker shall be present at the level crossing. The Shunter's manual switch mounted on the side of the equipment case at the level crossing can activate the flashlight and bells.
8. In the event of a system failure where the Driver's Indicator are not illuminated or fail to give a flashing yellow indication, the level crossing must be manually protected. Such failures are to be reported to Network Control at the first practical opportunity.
Vine Street Level Crossing (No. 661)
1. Flashing light warning signals are provided at this level crossing. | 498 | 226 |
| WOODANILLING | CROSSING LOOP 556 MTRS. CBH SDG. DRIFT UP DIRECTION. | WOODANILLING
1. This is a Train Order Crossing Station.
2. Station Limits signs are erected 1000 metres from the main line facing points in each direction.
3. Train Order Crossing Station indicator signs are erected approximately 500 metres from the Station Limits signs.
4. A telephone shed with electric lighting is provided.
5. Round point indicators are attached to all Main Line points.
6. A crossing Loop is provided.
7. Access to the CBH siding is gained from the Loop and is protected at each end by scotchblocks.
Robinson Road Level Crossing
1. Flashing light warning signals and provided at this level crossing.
2. A Driver's Indicator is provided at the end of the loop line for this level crossing for Rail Traffic departing the Loop in the Down direction.
3. Down Rail Traffic departing the Loop must stop at the Driver's Indicator displaying a red indication and activate the level crossing flashing lights and proceed past the Driver's Indicator when a Flashing yellow indication is displayed. On activating the flashing lights 25 seconds will pass before the Flashing Yellow indication is displayed. Rail Traffic must not pass the Driver's Indicator displaying a red indication
4. A notice board is located on the Driver's Indicator post and read as follows:
"Stop Activate level crossing lights"
5. To activate the flashing lights for Down Rail Traffic departing the Loop either a manual switch mounted on the Driver's Indicator mast or a Radio Signal may be used.
6. The Radio Signal is transmitted via the locomotive's UHF Radio keypad by keying in the site activation number 246 which is displayed on the Driver's Indicator post.
7. When a Down shunt move fully clears the roadway and then pushes back in the Up direction into Woodanilling yard a Competent Worker shall be present at the level crossing. The flag Attendant's manual switch mounted on the side of the equipment case at the level crossing can activate the flashing lights.
8. In the event of a system failure where the Driver's Indicator is not illuminated or fails to give a flashing yellow indication, Rail Traffic must be flagged across the level crossing. Such failures are to be reported to Network Control at the first practical opportunity. | 556 | 257 |
| KATANNING | MAINLINE 835 METRES. CROSSING LOOP 672 METRES. CBH SDG. DRIFT DOWN DIRECTION. | KATANNING
1. This is a Train Order Crossing Station and junction for the Nyabing Branch line (Non-Operational).
2. Station Limits signs are erected as follows:-
a. 150 metres from the main line to loop facing points for Rail Traffic approaching from Wagin.
b. 1000 metres from the main line to Nyabing Branch line points for Rail Traffic approaching from Tambellup.
c. 650 metres from the facing points at the Eastern end of the triangle for Rail Traffic approaching from Nyabing.
3. Train Order Crossing Station indicator signs are erected approximately 500 metres from the Station Limits signs.
4. Telephones are located in a shed at the end of the station platform and adjacent to the points at the Southern end of the triangle.
5. Round point indicators are attached to all Main Line points.
6. Access to the yard is gained at each end of the Loop, siding 1 extends into a Dead end, and the South end is protected by a scotch block.
7. A derailer (normal position "lock off") is provided between No. 11 and No. 3 points which is to be across the line and locked if wagons are stored in the siding and restored to the "lock off" position when siding is clear.
8. Lock-on/Lock-off scotchblocks are provided on the loop to enable stowing of wagons, the normal position being "locked-off".
9. Wagons are to be coupled up and the continuous brake complete throughout before a shunting movement is performed.
Henry Street Level Crossing (added)
1. Flashing light warning signals and push buttons are provided at this level crossing.
Arbour Street Level Crossing
1. Flashing light warning signals and push buttons are provided at this level crossing.
Clive Street Level Crossing
1. Flashing light warning signals and push buttons are provided at this level crossing.
2. For all shunting movements from the Yard towards Clive Street level crossing the push button must be operated by the Competent Worker in charge of shunting operations to activate the flashing lights before the leading vehicle enters the crossing.
Bokarup Street Level Crossing (No. 662)
1. Flashing light warning signals, bells and half boom gates are provided at this level crossing. There are Level Crossing Speed Restriction signs of 15km/h on both Main Line direction approaches at approximately 345m from the crossing.
2. This is a four (4) track level crossing.
3. Eight (8) Driver's Proceed indicators are provided at this level crossing.
4. Driver's Proceed Indicator Nos.1 and 2 are installed on the Albany main line with radio controls. Driver's Proceed Indicator No. 1 is for the Down approach and Driver's Proceed Indicator No. 2 is for the Up approach.
5. Driver's Proceed Indicator Nos. 3 and 4 are installed on the Loop line. Driver's Proceed Indicator Nos. 3 is for the down approach and Driver's Proceed Indicator Nos. 4 is for the Up approach.
6. Driver's Proceed Indicator Nos. 4 and 5 are installed on Siding No.1. Driver's Proceed Indicator No. 5 is for the Down approach and Driver's Proceed Indicator No. 6 is for the Up approach.
7. Driver's Proceed Indicator Nos.7 and 8 are installed on the Siding No. 2 Driver's Proceed Indicator No. 7 is for the Down approach and Driver's Proceed Indicator No. 8 is for the Up approach.
8. Rail Traffic must not pass a Driver's Proceed Indicator displaying a red indication. All Rail Traffic requiring to proceed over the level crossing must stop at a Driver's Proceed Indicator displaying a red indication, activate the level crossing protection and then proceed past the Driver's Proceed Indicator only when a yellow indication is displayed. On activating of the level crossing protection, a delay between 10-25 seconds will pass before the yellow indication is displayed on the Driver's Proceed Indicator.
9. Rail Traffic on the main line approaching the level crossing will normally automatically activate the level crossing protection and the Driver's Proceed Indicator will show a yellow indication. If a Main Line Driver's Proceed Indicator does not immediately change to a yellow indication on approach to the crossing Rail Traffic Crews should be prepared to stop at the Red indication and activate the level crossing controls by using radio or push button. The Radio Signal is transmitted via the locomotives UHF Radio keypad by keying in the site activation number. The activation number is displaying on the Driver's Proceed Indicator post. The Radio Code is 579.
10. To activate the level crossing protection (after it has been deactivated) for Rail Traffic approaching the level crossing on the Main Line either the Start Button mounted on the Driver's Proceed Indicator or a radio Signal may be used.
11. To activate the level crossing protection for Rail Traffic approaching the level crossing in either direction on the Loop line or in Siding Nos.1 or 2 a manual push button unit mounted on the Driver's Proceed Indicator must be used.
12. The manual push button mounted on each Driver's Proceed Indicator comprises of a pair of Start/Stop buttons. The start button is to be pressed to activate the level crossing protection.
13. The Stop Button is to be pressed only if the level crossing protection have been activated and require to be deactivated because the Rail Traffic will not proceed across the level crossing, on either the Main, Loop or either of the sidings. Once pressed the Driver's Proceed Indicator will immediately displaying a red indication and the level crossing protection will continue to flash for up to 60 seconds before extinguishing.
14. The Driver's Proceed Indicator on the Loop line and the sidings have a notice board located on the indicator post that reads as follows:-
STOP
Activate level Crossing Lights
15. There are two Flag Attendant manual switches. One is mounted on the side of the equipment case at the level crossing and another one is mounted diagonally opposite the level crossing on a post. Either can be used to activate the level crossing protection. To deactivate the level crossing protection the manual switch is required to be turned to its "off" position.
16. In the event of a system failure where the Driver's Proceed Indicator is not illuminated or fails to give a Yellow indication, the level crossing is to be protected by a Competent Worker. Such failures are to be reported to Network Control at the first practical opportunity.
17. For all movements over the level crossing the crossing will recover automatically when the whole of the Rail Traffic has passed over the level crossing.
Creek Street Level Crossing
1. Flashing light warning signals are provided at this level crossing, which passes over the GSR main line and the Nyabing-Broomehill Bypass at the southern end of Katanning.
Drove Street Level Crossing (East)
1. Flashing light warning signals and manual switches are provided at this crossing.
2. For all Rail Traffic movements over this crossing, the Competent Worker in charge of the Rail Traffic movement must operate one of three switches provided to start the flashing light warning signals, prior to any Rail Traffic movement being made over the crossing.
3. Once the Rail Traffic has completely travelled over the level crossing, the flashing light warning signals must be stopped manually from any of the three switches provided.
4. All approaches to this level crossing have notice boards which read:
“STOP
ACTIVATE LEVEL CROSSING LIGHTS”.
Drove Street (West)
1. Flashing light warning signals and pushbuttons are provided at this crossing.
2. Two pushbuttons are provided for all SET BACK MOVES, and the Competent Worker in charge of the movement must operate the appropriate pushbutton prior to any set back movement being made over the crossing.
3. The flashing light warning signals will automatically cease to operate once the Rail Traffic has completed the movement over the level crossing.
Nyabing-Broomehill Bi-Directional Bypass
1. Catchpoints with a catchpoints indicator protect the Katanning East to Katanning Branch of the triangle and the Katanning east and the Katanning south branch of the triangle.
2. This line is non-operational and No. 6 points giving access from the main line to the bypass have been clipped and locked for the Albany main. | 672 | 278 |
| BROOMEHILL | CROSSING LOOP 462 MTRS. CBH SDG DRIFT UP DIRECTION. CBH SIDING 2 HAS 1972M STANDING ROOM. | BROOMEHILL
1. This is a Train Order Crossing Station.
2. Station Limits signs are erected as follows:-
a. 1000 metres from the main line facing points for Rail Traffic approaching from Katanning.
B. 1114 metres from the main line facing points for Rail Traffic approaching from Tambellup.
3. Train Order Crossing Station indicator signs are erected approximately 500 metres from the Station Limits signs.
4. Round point indicators are attached to all Main Line points.
5. A telephone shed with battery operated lights is provided.
6. A crossing loop is provided with access to the CBH Siding 1 is gained from the southern extremity of the loop. The CBH Siding 1 is protected by scotchblocks.
7. The C.B.H. Siding 2 is protected at each end by derailers which are normally in the “Lock Off” rail position. These derailers must be placed across the line and locked if vehicles are stowed in the loop and restored to the “Lock Off” position when siding is clear. | 462 | 297 |
| TAMBELLUP | CROSSING LOOP 522 MTRS. CBH SDG. DRIFT DOWN DIRECTION. | TAMBELLUP
1. This is a Train Order Crossing Station
2. The Tambellup – Gnowangerup branch is non-operational and the junction points have been removed.
3. This station has a steep falling gradient for Down Rail Traffic and special care must be exercised when Rail Traffic cross at this station due to extended length of station limits.
4. Station Limits signs are erected as follows:-
a. 950 metres for Up Rail Traffic from Cranbrook.
b. 1000 metres from the fouling point giving access to the C.B.H siding for Up Rail Traffic from Broomehill.
5. Train Order Crossing Station indicator signs are erected approximately 500 metres from the Station Limits signs in both directions.
6. Round type point indicators are attached to all Main Line points.
7. "Lock On/Lock Off" scotch blocks are provided on the loop to enable stowing of wagons, the normal position being "Locked Off".
8. Access to the CBH siding is gained from the Main Line and is protected by a derailer which is normally in the "Lock Off" position, and is to be placed across the line and locked if vehicles are stowed in the siding and restored to the "Lock Off" position when the siding is clear.
9. A refuge siding, accessed off the loop at the north end, is provided and protected by a scotch block. Points giving access are clipped and secured by a Perway lock.
10. A telephone is provided in cabin situated on platform.
North Terrace Level Crossing
1. Flashing light warning signals with half boom gates and push buttons are provided at this level crossing.
2. A notice board is located adjacent to the 10km/h speed restriction sign on the south side of the level crossing and reads as follows:-
"NO STANDING BETWEEN THIS POINT AND LEVEL CROSSING"
3. Push buttons are located either side of the level crossing.
4. When a shunting movement is required to pass over the level crossing the Competent Worker in charge of the movement must operate the push button which will cause the flashing light warning signals to start flashing.
5. When the shunting movement has passed completely over the level crossing the push button must again be operated to extinguish the flashing light warning signals. | 522 | 322 |
| CRANBROOK | CBH SIDING. 1007 METRES, DRIFT DOWN DIRECTION | CRANBROOK
1. This is a Train Order Crossing Station with limited crossing facilities at the CBH siding.
2. Station Limits signs are erected as follows:-
a. 846 metres from the main line to CBH siding facing points for Down Rail Traffic approaching from Tambellup.
b. 2486 metres from the main line to CBH facing points for Up Rail Traffic approaching from Albany.
3. Train Order Crossing Station indicator signs are erected approximately 500 metres from the Station Limits signs.
4. The CBH siding is protected by "Lock Off/Lock On" derailers at both ends.
5. A refuge siding (60m) for use by track machines is located 75 metres South of the station limits sign at the northern end, These points are clipped for the Main line and the key is held by the Regional Lead Narrogin.
6. Round point indicators are attached to all Main Line points.
7. When shunting the CBH siding the portion of the Rail Traffic to be left on the main line must be left south of the notice board situated 90 metres south of the level crossing.
8. The derailers at each end of the CBH siding are normally in the "Lock Off" rail position and must be placed across the line and locked if wagons are stowed in the siding and restored to the "Lock Off" position when siding is clear.
9. This location is an approved refuelling point of CBH locomotives and the following must be applied:
a) Refuelling can only occur in the Up direction and on the CBH siding.
B) Prior to Up trains departing Albany the Rail Traffic Crew must confirm with Network Control that refuelling is required.
C) If no crossing is to take place, the Up train is to enter the Main line, secure the rear portion, in accordance with Arc Infrastructure's Network Safeworking Rules and Procedures, uncouple the Locomotive and with permission from Network Control shunt on to the CBH siding to perform the refuelling.
D) If a crossing is to take place, the Down train is to be issued a Train Order to Station Limits only and must not be given an Advance Train Order or permission to enter the Station until refuelling is complete, under these circumstances the Up train may refuel while entering the CBH siding.
Grantham Street Level Crossing
1. Flashing light warning signals and push buttons are provided at this level crossing.
2. Rail Traffic movements from the CBH siding must not exceed 10kph until the Rail Traffic has reached the level crossing.
3. A notice board is located adjacent to the 10km/h speed restriction sign on the south side of the level crossing and reads as follows:-
“NO STANDING BETWEEN THIS POINT AND THE CROSSING”
4. Up Rail Traffic departing the CBH siding must pull clear of Grantham Street, ensuring the level crossing protection has stopped, before resetting the points for the Main line. | 1007 | 357 |
| KENDENUP | CROSSING LOOP 550 MTRS. | KENDENUP
1. This is a Train Order Crossing Station.
2. Station Limits signs are erected as follows;
a. 380 metres from the Main Line facing points for Rail Traffic approaching from Cranbrook.
b. 50 metres from the Main Line facing points for Rail Traffic approaching from Narrikup.
3. Train Order Crossing Station indicator signs are erected approximately 500 metres from the Station Limits signs.
4. Round point indicators are attached to all Main Line points.
5. Telephone and electric lighting are provided.
6. A crossing loop is provided.
7. A refuge siding is provided with access off the Loop, and is provided with Square Type points indicator and scotchblock. | 550 | 381 |
| NARRIKUP | CROSSING LOOP 502 MTRS. | NARRIKUP
1. This is a Train Order Crossing Station.
2. Station Limits signs are erected as follows;
a. 1270 metres from the Main Line facing points for Rail Traffic approaching from Kendenup.
b. 450 metres from the Main Line facing points for Rail Traffic approaching from Elleker.
3. Train Order Crossing Station indicator signs are erected approximately 500 metres from the Station Limits signs.
4. Round point indicators are attached to all Main Line points.
5. Telephone and electric lighting are provided.
6. A crossing loop is provided. "Lock on/lock off" scotch blocks provided with normal position being in the "Lock off" position.
7. A refuge siding is provided at the southern end with access off the Loop, and is provided with Square Type points indicator and scotchblock. | 502 | 419 |
| REDMOND | REDMOND SIDING | REDMOND SIDING
1. This is a Train Order Crossing Station with limited crossing facilities and is the junction for the "Albany Plantation Export Co Pty Ltd. "(Mirambeena)".
2. Station Limits signs are erected 1000 metres from the facing points for both Up and Down Rail Traffic.
3. Train Order Crossing Station indicator signs are erected approximately 500 metres from the Station Limits signs.
4. Train Orders are to be transmitted via on-board communications and Rail Traffic Crews are required to carry all relevant Safeworking Forms. Train Orders may also be transmitted to the telephone shed located adjacent to the facing points.
5. Self-restoring points and indicators are attached to the Main Line points with a set of interlocked catch points installed 110 metres from the Main Line points
6. Rail Traffic Crews of Rail Traffic terminating at the private siding must not endorse their Train Order as "FULFILLED" until their Rail Traffic has arrived complete within the siding and passed the points "Repeater Indicator"
7. Down Rail Traffic approaching Redmond from Narrikup which are not in possession of a Train Order beyond Redmond and are required to cross Rail Traffic entering or wait line clear of Rail Traffic departing the private siding must be brought to a stand clear of the fouling position of the main line points and must "Not Proceed Until Authorised".
8. Rail Traffic departing the private siding are not to pass the "STOP" sign until they are in possession of a Train Order and the points indicator displays reverse detection.
Operation of Self Restoring Points
Points indicator lamps are lit continually showing the lie of the points at all times. When the points are correctly set Normal the indicators show a straight indication. When the points are at Reverse the points indicators indicate a divergent route. Point's indicators flash if the points position is not detected, they also flash for 60 seconds prior to and during a point's movement.
Rail Traffic Crews must ensure that they do not pass over the points where the point's indicators are flashing. If the points indicators are not lit it will be due to a fault. In this case the Rail Traffic Crew must confirm that the points are correctly set before proceeding and inform Network Control of the fault.
Points may be moved using one of three methods.
1. Normally points will be moved from the locomotive cab using the train's portable radio when it is tuned to UHF radio channel 50, the Local channel.
a. To use this method a locomotive must be detected as having been stationary for 30 seconds on one of the detected approaches to the points. These approaches are indicated by wayside white indicator posts one the Main Line (A and B) and (C and D) and the Speed sign and Stop Sign on the spur line.
B. Radio operations: To move by radio push the transmit button on the hand held radio, wait for a second and while continuing to press the transmit button, entre the three digit code, shown on the indication boards, using the hand held radio's keypad.
2. Push Button Operation: points may be moved by operation of the push button installed in the crank handle case. The point's free indicator light in the crank handle case indicates when it is possible to move the points. NB: Points will be locked 30 seconds after the door is open.
3. Crank Handle Operation: points can also be moved using the crank handle located in the crank handle case. This method is only to be used when a failure does not allow either the sites push button or radio access to work. It is important to remember that there is a set of catch points installed on the Redmond spur line. If the main line points are being manually wound over then the catch points must be wound over as well. The catch points must only be left in the closed position for an entry or exit movement from this spur. At all other times the catch points must be open to protect movements on the main line.
The self-restoring points will restore to normal 3 minutes after the last wagon or locomotive has been detected as moving over the points to or from the spur line. Point's indicators flash during the self-restoration.
Redmond Catch Point Alarm
Redmond catch points have a special alarm which is activated if the points have not restored to normal 15 minutes after the passage of the train. This alarm generates an email to Network Control warning that the points have failed to normalise.
To prevent the alarm being sent during maintenance either the push button door is opened or the crank handle removed.
15 minutes after the train either arrives or departs the spur line the Network Controller must check their email inbox to ensure no alarm has been raised. Where an alarm has been generated Network Control must:
1. Contact the Rail Traffic Crew of any train within the spur line and have them check the points, or
2. Advise the next Rail Traffic to stop and check both the Main Line and catch points, and
3. Advise the Signal Tech and complete a Fault Advice Report. | 0 | 439 |
| ELLEKER | NON CROSSING STATION | ELLEKER
1. This is a Train Order Non Crossing Station.
2. Station Limits sings are erected are follows;
a. 446.75km
b. 447.80km
3. Train Order Crossing Station indicator signs are erected approximately 500 metres from the Station Limits signs. | 0 | 447 |
| ALBANY | ALBANY | ALBANY
1. This is a Train Order Crossing Station and terminus of the Great Southern Railway.
2. Station Limits signs are erected 1000 metres from the main line facing points for Rail Traffic approaching Albany in the Down direction.
3. Train Order Crossing Station indicator signs are erected approximately 500 metres from the Station Limits signs.
4. Main line points No. 1 for access to Arrival and Departure roads are fitted with Square Type indicator and are set for the direction of the last Rail Traffic movement. Rail Traffic Crews of Rail Traffic arriving or departing Albany are to ensure that the points are correctly set for the passage of their Rail Traffic.
5. Access to the siding dead end road is gained from the south end of the Arrival road and is protected by a Scotch Block.
6. An Arrival and a Departure Road protected by "Lock on/Lock off" Scotch Block at the west end is provided.
7. As the line passes through several deep cuttings which restrict the view, Rail Traffic Crews must exercise extreme care and sound the warning horn as necessary.
8. Train Orders for all Rail Traffic proceeding to Albany are to be issued to the Station Limits Albany. Authorisation to enter will be given by the Network Controller.
9. Authority of Network Control is required prior to any Rail Traffic being stabled on the Arrival or Departure roads.
10. To facilitate the movement of Rail Traffic Albany Station has been divided into 4 areas, entry to each area is on the authority of the Network Controller and these areas are:
a. Arrival Road;
b. CBH Main;
c. Albany Main;
d. Woodchip Main;
Signage indicates the Start and End of each area together with signs that read:
“STOP TRAINS ARE NOT TO PASS THIS POINT WITHOUT AUTHORITY OF THE NETWORK CONTROLLER”.
York Street Level Crossing
1. Flashing light warning signals are provided at this level crossing.
2. A Flag Attendant manual switch is provided at the level crossing to manually start the flashlights for shunting movements in either direction between the Main Line and the Arrival road. Prior to any set back movement, the Rail Traffic must have passed completely over the level crossing. The Competent Worker in charge of the setback movement must ensure that the flashing lights are operating correctly, and when safe to do so, signal the Rail Traffic Crew to proceed. The lights will cease to flash automatically when the Rail Traffic has completely passed over the level crossing.
CBH East Access road level Crossing
1. Flashing light warning signals are provided at this level crossing.
2. This is a two (2) track level crossing that includes the CBH main line and CBH No. 1 Siding line.
3. Four (4) Driver Indicators are provided at this level crossing for Up and Down Rail Traffic, for the CBH Main Line and CBH No 1 Siding line.
4. All Rail Traffic must stop at the Driver's Indicator displaying a red indication and activate the level crossing flashing lights and proceed past the Driver's Indicators when a yellow indication is displayed. On activating the flashing lights, 25 seconds will pass before the yellow indication is displayed. Rail Traffic must not pass the Driver's Indicator displaying a Red indication.
5. A notice board is located on the Driver's Indicator post and reads as follows:
"Stop
Activate level Crossing Lights"
6. To activate the flashing lights either a manual switch mounted on the Driver's Indicator mast positioned between the CBH Main Line and CBH No 1 Siding line or a Radio Signal may be used.
7. The Radio Signal is transmitted via the Rail Traffic's UHF radio keypad by keying in the site activation number 148 which is displayed on the Driver's Indicator post.
8. A Flag Attendant's manual switch mounted on the side of the equipment case at the level crossing can also activate the flashing lights.
9. In the event of a system failure where the Driver's Indicators are not illuminated or fail to give a yellow indication, the level crossing is to be protected by a Competent Worker. Such failures are to be reported to Network Control at the first practical opportunity.
Princess Royal Drive Road Crossing
1. Manually Operated flash lights are provided and apply to Rail Traffic accessing the woodchip siding.
2. A notice board is located and reads as follows:
"STOP
Do not proceed until the ABH operator has confirmed flashing lights are operating and scotch blocks has been removed" | 0 | 463 |
| YORK | MAIN LINE 577 MTRS. CROSSING LOOP 577 MTRS. CBH SDG. 753 MTRS. DRIFT UP DIRECTION. | YORK
1. This is a Train Order Crossing Station and Junction for the Quairading Branch Line which is non-operational.
2. A crossing loop with limited crossing facilities is provided.
3. The C.B.H. siding is protected at each end by derailers which are normally in the “Lock Off” rail position. These derailers must be placed across the line and locked if vehicles are stowed in the loop and restored to the “Lock Off” position when siding is clear.
4. Station Limits signs are erected as under:
a. 50 metres from the main line facing points as seen by Rail Traffic approaching from Spring Hill.
b. 1000 metres from the facing points providing access to the CBH siding for Rail Traffic approaching from Beverley.
5. Train Order Crossing Station indicator signs are erected 500 metres from the Station Limits signs in each direction.
6. Round type point indicators are attached to all main line points.
7. The self-restoring points providing access to the Quairading Branch are clipped and locked for the GSR Main line.
8. Telephone communication is provided in the Train Order Cabin at the southern end of the platform and south end of yard.
9. Rail Traffic Crews of Up Rail Traffic approaching York from Beverley must observe extreme caution due to the formation of the line which obstructs the clear view of the station area.
10. A refuge siding is provided with access from the South End of the loop only and is protected by a scotchblock.
South Street Level Crossing
1. Flashing light warning signals and push buttons are provided at this level crossing.
2. A Notice Board is located on both sides of the level crossing applying only to the loop line and reads as follows:
"STOP
Activate level crossing lights and wait 25 seconds before proceeding"
3. All loop line Rail Traffic must stop at these Notice Boards and activate the flashing lights and bells. Wait 25 seconds before proceeding across the level crossing.
4. To activate the flashing lights and bells for the Loop line trains, the push the buttons mounted next to the Notice Boards must be used.
5. A Flag Attendant’s manual switch is mounted on the side of the equipment case at the level crossing can activate the flashing lights and bells.
Henrietta Street Level Crossing
1. Flashing light warning signals and push buttons are provided at this level crossing.
2. Push buttons in a box secured with a Standard padlock are located adjacent to and on either side of the level crossing.
3. For all movements from the loop or yard the Competent Worker in charge of the Rail Traffic movement must press the "start" button to operate the flashing light warning signals prior to a movement being made over the level crossing.
4. When a shunting movement is to return to the Main, Loop or Yard the Competent Worker in charge of the movement must press the "start" button to operate the flashing light warning signals prior to a movement being made over the level crossing.
5. The speed of any Rail Traffic movement over the level crossing must not exceed 10km/h until the Rail Traffic has reached the level crossing.
6. A notice board is located on the same post as the 10km/h speed restriction sign and reads as follows: "NO STANDING BETWEEN THIS POINT AND THE CROSSING"
7. A notice board is located near the siding points on the station side of the level crossing and reads as follows:
"STOP. ACTIVATE LEVEL CROSSING LIGHTS and WAIT 25 Seconds BEFORE PREOCEEDING"
McCartney Street Level Crossing
1. Flashing Light warning signals are provided at this level crossing. | 577 | 41 |
| AVON YARD | CROSSING LOOP 2079 METRES | AVON YARD
1. This is the junction of the dual gauge double line from Forrestfield, narrow gauge single line to Albany (Great Southern Railway), narrow gauge single line to McLevie (Northern Railway) and the standard gauge single line to Kalgoorlie (Eastern Goldfields Railway), and is a Train Order Station for the Receipt of Train Orders for the Northern Railway and Great Southern Railway.
2. Rules of Operation
2.1 The Great Southern Railway is operated under the Rules applicable to the Train Order Working from Avon Yard to Albany.
2.2 The Northern Railway is operated under the Rules applicable to Train Order Working between Avon Yard and McLevie.
2.3 The Eastern Goldfields Railway is operated under the Rules applicable to Centralised Traffic Control.
3. The signalling and interlocking is operated by the Central Network Controller.
4. Crank handles for manual operation of the points in the event of a failure of the power operated points are located in locked cabinets adjacent to the points to which they apply. Each cabinet is clearly marked with the relevant number of the points. In the event of a points failure, extreme care is necessary to ensure that the correct crank handle is withdrawn for the manual operation of the points.
5. When Alternative Movement Authoirties are to be issued on the standard gauge the Network Controller must not place 64, 61b or 63b signals at proceed from or to the GSR branch until the portion of the track between No.65 and 68 signal is clear of all standard gauge movements.
6. In the event of a failure of the standard gauge signalling and it is necessary for standard gauge Rail Traffic to proceed from Avon Yard to Seabrook or on arrival from Seabrook the Rail Traffic Crew must not proceed over the diamond crossing leading to the Great Southern Railway until assured by the Central Controller that there is no opposing Rail Traffic movement in the narrow gauge Avon Yard - Spring Hill section. Similarly in the event of a failure of the narrow gauge signalling and it is necessary for narrow gauge Rail Traffic to proceed from Avon Yard to Spring Hill or on arrival from Spring Hill the Rail Traffic Crew must not proceed over the diamond crossing leading to the Eastern Goldfields Railway until assured by the Central Controller that there is no opposing Rail Traffic movement in the standard gauge Avon Yard - Seabrook section.
7. Access to or from the SG Yard may be made using any of the Switchlocks 210, 211 or 212 on the SG Loop. Operation of these switch locks is generally as per Procedure 9024 section 3.1 Operation of Switchlocks of the Network Safeworking Rules and Procedures.
8. Access to the SG Yard from Switchlock 212 at the Eastern end of the SG Loop may additionally be accessed via a proceed movement from signal 40, as perProcedure 9024 section 3.1 Operation of Switchlocks.
9. A temporary Stop sign has been installed adjacent to the SG Loop approximately 120 metres on the upside of No. 210 switchlock that reads "STOP Do Not Proceed Without Permission From Control”, this applies to all Up movements on the Loop.
AVON YARD ACCESS ROAD LEVEL CROSSING (FL222)
1. Flashing light warning signals and two manual push buttons for shunting movements are provided at this level crossing.
2. For Down Rail Traffic from the main line, loop or CBH siding the flashing light warning signals will commence to operate provided No.45, 43 or 47 Down Directing Signal is at "Proceed".
3. In the event of Down Rail Traffic being stopped at either No.45, 43 or 47 Down Controlled Absolute Signal, the flashing light warning signals will commence to operate immediately the signal has been placed to "Proceed".
4. In the event of it being necessary to authorise Rail Traffic Crews to pass No.43, 45 or 47 Down Controlled Absolute Signals at the STOP aspect, due to a signal failure or other cause, definite instructions must be given by the Controller to the Rail Traffic Crew not to proceed over the Avon Yard Access Road until satisfied that the flashing light warning signals are operating correctly. To ensure this, it will be necessary for the Rail Traffic Crew, on being authorised to pass the signal at STOP, to move forward until the leading end of the Rail Traffic has passed the signal and then again stop to allow sufficient time for the flashing light warning signals to operate and road vehicles to have stopped. | 2079 | 115 |
| EAST NORTHAM | NON-CROSSING STATION | EAST NORTHAM
1. This location is within Station Limits of Avon Yard.
2. Station Limits Avon Yard extend from No.78 Up Controlled Absolute Signal and Station Limits signs are erected adjacent to this signal.
3. Notice signs inscribed COMMENCEMENT OF TRAIN ORDER TERRITORY and END OF TRAIN ORDER TERRITORY are erected adjacent to No.78 Up Controlled Absolute Signal.
4. Rail Traffic Crew of Down Rail Traffic proceeding to Frenches must be in possession of a current Train Order before entering Train Order Territory.
5. Train Order Non Crossing Station indicator signs are erected approximately 500 metres from the Station Limits signs in each direction.
6. Communication with the Network Controller is available by radio.
YILGARN AVENUE LEVEL CROSSING
1. Flashing light warning signals, bells and half boomgates are provided at this level crossing.
2. For Up Rail Traffic from Seabrook the flashing light warning signals, bells and half boomgates will commence to operate provided No.2LA or No.2LB Up Departure Signal is at “Proceed”.
3. For Up Rail Traffic from Goomalling the flashing light warning signals, bells and half boomgates will commence to operate provided No.78 Up Controlled Absolute Signal is at “Proceed”.
4. In the event of it being necessary to authorise Rail Traffic to pass No.2LA or No.2LB Up Departure Signal at Seabrook or No.78 Up Controlled Absolute Signal from Goomalling at the STOP aspect, due to a signal failure or other cause, definite instructions must be given by the Network Controller to the Rail Traffic Crew not to proceed over the Yilgarn Avenue Level Crossing until satisfied the boomgates are properly lowered. To ensure this, it will be necessary for the Rail Traffic Crew, on being authorised to pass the signal at STOP, to move forward until the leading end of the Rail Traffic has passed the signal and then again stop to allow sufficient time for the boomgates to be lowered. | 0 | 6 |
| FRENCHES | FRENCHES | FRENCHES
(19km from Avon Yard)
1. This is a Train Order Non Crossing Station.
2. Station Limits signs are erected at the 19.85km North end of the siding, and at the 19.08km South end of the siding.
3. Train Order Non Crossing Station indicator signs are erected approximately 500 metres from the Station Limits signs.
4. A telephone cabin is provided. | 0 | 19 |
| JENNACUBBINE | CROSSING LOOP 693 METRES. CBH SDG. DRIFT DOWN DIRECTION | JENNACUBBINE
(36km from Avon Yard)
1. This is a Train Order Crossing Station.
2. Station Limits signs are erected 1000 metres from the Main Line facing points in each direction.
3. Train Order Crossing Station indicator signs are erected approximately 500 metres from the Station Limits sign.
4. Round type point indicators are provided on the Main Line to Loop points and Main Line to CBH points.
5. The C.B.H. siding is protected by derailers which are normally in the "Lock Off" rail position. These derailers must be placed across the line and locked if wagons are stowed in the siding and restored to the "Lock Off when the siding is clear. | 693 | 36 |
| GOOMALLING | MCLEVIE MAIN 507 METRES. AMERY MAIN 481 METRES. CBH SDG. DRIFT UP DIRECTION. | GOOMALLING
(55km from Avon Yard)
1. This is a Train Order Crossing Station and junction for the main line to McLevie and branch line to Amery.
2. Station Limits signs are erected as follows:
a. 468 metres from the trailing points which provide access to the CBH Siding for Rail Traffic approaching from Avon Yard.
b. 320 metres from the Main Line facing points for Rail Traffic approaching from Amery.
c. 196 metres from the trailing point providing crossover between the Amery Branch and McLevie Main Line crossover for Rail Traffic approaching from McLevie.
3. Train Order Crossing Station indicator signs are erected 500 metres from the Station Limits signs from all directions.
4. The CBH Siding is deemed to be within Station Limits of Goomalling.
5. Self-restoring points and indicator are provided from the McLevie main line to the Amery branch line at the Avon Yard end, with Round type point indicators being attached to all other main line points.
6. A telephone shed with electric lighting is located to the platform at Avon Yard end of the station platform.
7. The yard siding is provided and protected both ends by scotch blocks.
8. The CBH siding is protected by derailers which are normally in the "Lock Off" rail position. These derailers must be placed across the line and locked if vehicles are stowed in the siding and restored to the "Lock Off" position when siding is clear.
Main Street Goomalling (Crossing No. 55)
1. Flashing light warning signals, bells and half boom gates are provided at this level crossing. A level crossing Speed Restriction sign of 6kph on both the Main line Down approachs at approximately 110m.
2. This is a two (2) track level crossing.
3. Four(4) Driver’s Proceed Indicators two on Amery Main Line( No. 1 and 2) and two on Mclevie Main Line( No. 3 and 4) are provided at this level crossings.
4. Driver’s Proceed Indicators Nos.1 and 2 are installed on the Amery Main Line with Radio controls. Driver’s Proceed Indicator No.1 is for the Down approach and Driver’s Proceed Indicator No.2 is for the Up approach.
5. Driver’s Proceed Indicators No.3 and 4 are installed on the Mclevie Main Line with radio controls. Driver’s Proceed Indicator No.3 is for the Down approach and Driver’s Proceed Indicator No.4 is for the Up approach.
6. Rail Traffic must not pass a Driver’s Proceed Indicator displaying a red indication. All Rail Traffic requiring to proceed over the level crossing must stop at a Driver’s Proceed Indicator displaying a red indication, activate the level crossing flashing lights and then proceed past the Driver’s Proceed Indicator only when a yellow indication is displayed. On activation of the flashing lights, a delay between 10-25 seconds will pass before the yellow indication is displayed on the Driver’s Proceed Indicator.
7. All Rail Traffic approaching the level crossing will normally automatically activate the flashing light warning signals and the Driver’s Proceed Indicator will show a yellow Indication. If the Driver’s Proceed Indicator does not immediately change to a yellow indication on approach to the crossing Rail Traffic Crews should be prepared to stop at the red indication and activate crossing controls by using radio or push button.
8. To activate the flashing lights (after they have been deactivated) for trains approaching the level crossing either the start button mounted on the Driver’s Proceed Indicator or a radio signal must be used.
9. The radio signal is transmitted via the locomotive’s UHF Radio keypad by keying in the site activation number. The activation number is displayed on the Driver’s Proceed Indicator post. The radio code is 246 for the Mclevie Main Line and the radio code is 579 for Amery Main Line.
10. The manual push button mounted on each Driver’s Proceed Indicator comprises of a pair of start/stop buttons. The start button is to be pressed to activate the flashing lights.
11. The Stop Button is to be pressed if the flashing lights have been activated and require to be deactivated because the Rail Traffic will not proceed across the level crossing. Once pressed the Driver Proceed Indicators will immediately display a red indication and the flashing lights will continue to flash for 60 sec before extinguishing.
12. There are two flag attendant manual switches. One is mounted on the side of the equipment case at the level crossing and another one is mounted diagonally opposite the level crossing on a post. Either can be used to activate the level crossing flashing lights. To deactivate the flashing lights the manual switch is required to be turned to its “Off” position.
13. In the event of flashing lights fail to activate when called then the stop button on the relevant Driver’s Proceed Indicator is to be pressed followed by the start button.
14. In the event of a system failure where the Driver Indicator is not illuminated or fails to give a yellow indication, the level crossing is to be protected by a Competent Worker. Such failures are to be reported to Network Control at the first practical opportunity.
Lockyer Street Level Crossing
1. Flashing light warning signals and manual pushbuttons are provided at this level crossing.
2. For Up Rail Traffic approaching Lockyer Street level crossing on the Amery main, the flashing light warning signals will commence to operate when the approaching Rail Traffic is 514 metres from the level crossing, and will remain in operation until the last vehicle has passed clear of the level crossing. Normal track speed will apply.
3. If the Up Rail Traffic on the Amery main requires to stop at the station it must occupy the “Z” track section. After occupying the “Z” track section for a period of 40 seconds, and provided the locomotive is not standing beyond the “NO STANDING BEYOND THIS POINT” notice board, the flashing lights will cease to operate.
4. When the Up Rail Traffic on the Amery main line is ready to depart the flashing light will commence to operate when the leading vehicle passes the “Z” track indicator. The Rail Traffic must not exceed 10kph until the locomotive has occupied the level crossing.
5. For Down Rail Traffic approaching Goomalling on the main line the flashing lights will commence to operate when the Rail Traffic is 514 metres from the level crossing.
6. All movements over the level crossing from the Yard or C.B.H. siding must not exceed 10 km/h.
7. For all shunting movements from the Amery main, Mullewa main, Yard and C.B.H. siding the train must pass completely over the level crossing after which the flashing lights will cease to operate.
8. During shunting operations and before making a reverse movement over the level crossing to the Amery main, McLevie main, Yard or C.B.H. sidings, the Rail Traffic Crew must activate the flashing lights manually by operation of the push button provided for the direction of travel.
9. The manually operated push buttons are provided on both sides of the level crossing.
Mullewa Road Level Crossing
1. Flashing light warning signals and push buttons are provided.
2. Automatic operation of the flashing light warning signals is provided in both the Up and Down directions on the Amery and McLevie lines with the following provisions:
a. For Up Rail Traffic approaching the crossing the flashing light warning signals will commence to operate when Rail Traffic is 402 metres from the crossing.
b. For Down Rail Traffic on the Amery main line the flashing lights will commence to operate when a train is 143 metres from the crossing and has passed the "NO STANDING BEYOND THIS POINT" sign. A speed limit of 20 kph applies until the Rail Traffic has reached the level crossing.
c. For Down Rail Traffic on the McLevie main the flashing lights will commence to operate when Rail Traffic is 81 metres from the level crossing. A speed limit of 10 kph applies until the Rail Traffic has reached the level crossing.
GOOMALLING TO McLEVIE LINE
This line is operated under the Rules applicable to the Train Order System between Goomalling and McLevie. | 481 | 55 |
| KONNONGORRING | CROSSING LOOP 1036 METRES. CBH SDG. DRIFT DOWN DIRECTION | KONNONGORRING
(88km from Avon Yard)
1. This is a Train Order Crossing Station with limited crossing facilities. There is no Down direction points from the CBH siding.
2. Station Limits signs are erected:
a. 1052 metres from the main line facing points for Rail Traffic arriving from Goomalling
b. 1076 metres from the main line facing points for Rail Traffic arriving from Wongan Hills.
3. Train Order Crossing Station Indicator signs are erected approximately 500 metres from the station limits signs.
4. Round type point indicators are attached to all main line points.
5. A telephone shed with battery operated lighting is provided.
6. The CBH siding is protected by derailers and access is gained from the main line. The derailers are normally in the “Lock Off” position and must be placed across the line and locked if wagons are stowed in the siding and restored to the “Lock Off” position when the siding is clear. | 589 | 88 |
| WONGAN HILLS | CROSSING LOOP 423 MTRS. CBH SDG. DRIFT DOWN DIRECTION. | WONGAN HILLS
(110km from Avon Yard)
1. This is a Train Order Crossing Station.
2. Station Limits signs are erected as follows:
*350 metres from the mainline facing points for Rail Traffic approaching from Kondut.
*50 metres from the mainline facing points for Rail Traffic approaching from Konnongorring.
3. Train Order Crossing Station indicator signs are erected approximately 500 metres from the Station Limits signs.
4. Round type point indicators are attached to all Main Line points.
5. Telephone and battery operated lighting are provided in the station building.
6. A Loop is provided.
7. Access to the CBH siding is gained from the Loop and is protected by scotch blocks.
Ninan Street Level Crossing
1. Flashing light warning signals are provided at this level crossing.
2. A speed restriction of 10kph applies for all Down Rail Traffic approaching the level crossing until the locomotive has reached the level crossing.
3. A speed restriction of 10kph applies for all Up Rail Traffic approaching the level crossing until the leading Rail Traffic vehicle has reached the level crossing.
4. Shunting movements in the Up direction from the Main or Loop must not exceed 5kph until the leading Rail Traffic vehicle has reached the level crossing. | 423 | 110 |
| KONDUT | CBH SDG. DRIFT DOWN DIRECTION | KONDUT
(137km from Avon Yard)
1. This is a Train Order Non Crossing Station.
2. Station Limits signs are erected as follows:
a. 550 metres from the main line facing points for trains approaching from Goomalling.
b. 700 metres from the main line facing points for trains approaching from McLevie.
3. Train Order Non Crossing Station indicator signs are erected approximately 500 metres from the Station Limits signs.
4. Round type point indicators are attached to all main line points which are clamped for the main line.
5. A telephone cabin with battery lighting is provided adjacent to telephone pole 137.04.
Goomalling-Mullewa Road Level Crossing
1. Flashing light warning signals are provided at this level crossing. | 480 | 137 |
| BALLIDU | MAIN LINE 450 METRES, CROSSING LOOP 436 METRES, CBH SDG. DRIFT UP DIRECT. | BALLIDU
(150km from Avon Yard)
1. This is a Train Order Crossing Station.
2. Station Limits signs are erected as follows:
a. 2000 metres from the main line facing points for Rail Traffic approaching from Goomalling.
b. 1100 metres from the main line facing points for Rail Traffic approaching from McLevie.
3. Train Order Crossing Station indicator signs are erected approximately 500 metres from the Station Limits signs.
4. Round type point indicators are attached to all main line points.
5. Telephone and battery powered lighting are located in the telephone shed.
6. A loop, sidings and CBH siding are provided.
7. Access to the CBH siding at the south end is gained from the Main Line and is protected by derailers which are normally in the "Lock Off" position. The derailers must be placed across the line and locked if vehicles are stowed in the siding and restored to the "Lock Off" position when the siding is clear.
8. Access to the CBH siding at the north end is gained from the Loop. The Loop is protected by scotchblocks and the yard road is protected by a derailer which is normally in the "Lock Off" position when the siding is clear. | 436 | 150 |
| PITHARA | LOOP 500 METRES CBH SDG. DRIFT DOWN DIRECTION. | PITHARA
(177km from Avon Yard)
1. This is a Train Order Crossing Station
2. Station Limits signs are erected as follows:
a. 500 metres from the main line facing points for Rail Traffic arriving from Ballidu,
b. 1000 metres from the main line facing points for Rail Traffic arriving from McLevie.
3. Train Order Crossing Station indicator signs are erected approximately 500 metres from the Station Limits signs.
4. Round type point indicators are attached to all main line points.
5. Telephone and battery powered lighting are provided.
6. Access to the CBH siding is gained from the loop. Both Loop and CBH being protected at each end by scotch blocks. | 500 | 177 |
| MCLEVIE | CBH SDG. DRIFT UP DIRECTION. | McLEVIE
(193km from Avon Yard)
1. This is a Train Order Crossing Station with limited crossing facilities only and services the CBH bin.
2. Station Limits signs are erected as follows:
a. 1000 metres from the main line facing points for Rail Traffic approaching form Pithara,
b. 891 metres from the northernmost trailing points.
3. A Train Order Crossing Station indicator sign is erected approximately 500 metres from the southernmost Station Limits sign.
4. Round type point indicators are attached to all main line points.
5. A telephone shed is located adjacent to telephone pole 192.11.
6. The C.B.H. loading facilities are over the Main line.
7. The Loop is protected by derailers at each end. The normal setting of derailers is on the “LOCK OFF” position. The derailers must be placed across the line and locked if vehicles are stowed in the siding and restored to the "Lock Off" position when the siding is clear.
(Section between S/L Signs McLevie (North end) and S/L Signs Perenjori South End is Non-operational). | 969 | 193 |
| PERENJORI | MAIN LINE 757 METRES. CROSSING LOOP 730 MTRS. CBH SDG. DRIFT UP DIRECTION. | PERENJORI
1. This is a Train Order Crossing Station.
2. Station Limits signs are provided as follows:-
a. 102 metres from the Main Line Self Restoring Points No.10 at Perenjori South for Rail Traffic approaching from the Maya end.
b. 2100 metres from the Main Line facing points providing access to the loop line for Rail Traffic approaching from Mullewa.
C. 77 metres from the siding catch points for Self Restoring Points No.10 at Perenjori South for Rail Traffic approaching from Extension Hill.
3. Train Order Crossing Station indicator signs for the Main Line are erected approximately 500 metres from the Station Limits signs.
4. Self Restoring Points are provided at the Main Line points No.10 at Perenjori South. The normal position of the points is set for the Main Line, however the points will remain set for the last position used. No 10 points may still be operated by the UHF radio code for point operation at this site by code 4-9-3. Remote radio or local operation of the points will operate both the Main Line points No.10A and the siding catch points No.10B.
5. A repeater point indicator and duplicated facilities for remote radio or local operation of the Self Restoring Points is provided on the Extension Hill siding 25 metres from the siding catch points No.10B. The repeater indicator will display a yellow light when the points are set, locked and detected in the reverse position and a red light at all other times.
6. If manual operation of the Self Restoring Points is required it is important that both the Main Line points No.10A and the siding catch points No.10B are set in the correct position for the required Rail Traffic movement and then are left set for that position.
7. Round type point indicators are attached to Main Line points No.1 and No.6.
8. Loaded Ore services must not travel via the Loop. For crossings the loaded ore service must take the Main Line.
9. Telephones and electric lighting are provided in the station building.
10. A loop line and CBH siding are provided.
11. The crossing loop is protected by catch points at the north end and a scotch block at the south end which is normally in the lock off rail position and must be placed across the line and locked if wagons are stowed in the loop.
12. Access to the CBH siding is provided from the south end of the loop and is protected by scotch blocks provided on the Runaround road in the CBH complex.
Carnamah - Perenjori Road Level Crossing (No. 407)
1. Flashing light warning signals are provided at this level crossing.
2. Up Rail Traffic movements over the level crossing must not exceed 8 kph.
3. For all movements over the level crossing the crossing will recover automatically when the whole of the Rail Traffic has passed over the level crossing.
Mullewa - Wubin Road Level Crossing (No. 641).
1. Flashing light warning signals are provided at this level crossing.
2. Up Rail Traffic movements over the level crossing must not exceed 10 kph.
3. Down Rail Traffic movements over the level crossing must not exceed 20 kph. | 730 | 294 |
| BOWGADA | CROSSIN LOOP 534 METRES. | BOWGADA
1. This is a Train Order Crossing Station.
2. Station Limits signs are erected 1000 metres from the facing points in each direction.
3. Train Order Crossing Station indicator signs are erected approximately 500 metres from the Station Limits signs.
4. Round type point indicators are attached to all main line points.
5. The crossing loop which also services CBH is protected by a scotch block at the Mullewa end and by a derailer at the Perenjori end. Both are Lock on/Lock off and must be placed over the rail and locked when Rail vehicles are stowed and replaced to the lock off position when the loop is clear.
6. A telephone cabin with battery powered lighting is provided between the main line and CBH siding opposite the CBH installation. | 534 | 314 |
| MORAWA | CROSSING LOOP 428 MTRS. CBH SDG DRIFT DOWN DIRECTION. | MORAWA
1. This is a Train Order Crossing Station.
2. Station Limits Signs are erected 1000 metres from the facing points in each direction.
3. Train Order Crossing Station indicator signs are erected approximately 500 metres from the Station Limits Signs.
4. Telephone and electric lighting facilities are provided in station building.
5. Round type point indicators are attached to all main line points.
6. A crossing loop is provided and is protected by scotch blocks at each end which are normally in the lock off rail position. Scotch blocks must be placed cross line and locked if wagons are stowed in the loop.
7. Access to the CBH complex is provided from the south end of the crossing loop and is protected by scotch blocks on the south side of the level crossing.
Stokes Road Level Crossing
1. Flashing light warning signals, bells and half boom gates are provided at this level crossing. A permanent speed restriction of 30kph on the main line down approach at approximately 545m and a permanent speed restriction of 8kph on Morawa lop line up approach approximately 84m from the level crossing.
2. This is a two (2) track level crossing.
3. Four (4) Driver's Proceed Indicators, two on the main line (Nos. 1 and 2) and 2 on the CBH line (Nos 3 and 4), are provided at this level crossing.
4. Driver's Proceed Indicators Nos. 1 and 2 are installed on the main line with radio controls. Driver's Proceed Indicator No. 1 is for the down approach and Driver's Proceed indicator No.2 is for the up approach.
5. Rail Traffic must not pass a Driver's Proceed Indicator displaying a red indication. All Rail Traffic requiring to proceed over the level crossing must stop at a Driver's Proceed Indicator displaying a red indication, activate the level crossing flashing lights and then proceed past the Driver's Proceed Indicator only when a yellow indication is displayed on the Driver's Proceed Indicator.
6. Rail Traffic on the main line approaching the level crossing will normally automatically activate the flashing light warning signals and the Driver's Proceed Indicator will show a yellow indication. If a main line Driver's Proceed Indicator does not immediately change to a yellow indication on approach to the crossing, Rail Traffic Crews should be prepared to stop at the red indication and activate the crossing controls by using radio or push button.
7. The radio signal is transmitted via the locomotive's UHF radio keypad by keying in the site activation number. The activation number is displayed on the Driver's Proceed Indicator post. The radio code is 135, to activate the flashing lights (after they have been deactivated) for Rail Traffic on the Driver's Proceed Indicator or a radio signal must be used.
8. Driver's Proceed Indicators Nos. 3 and 4 are installed on CBH line. Driver's Proceed Indicator No. 3 is for the down approach and Driver's Proceed Indicator no. 4 is for the up approach.
9. To activate the flashing lights for trains approaching the level crossing to and from the CBH siding a manual push button unit mounted on the Driver's Proceed Indicator must be used.
10. The manual push button unit mounted on each Driver's Process Indicator comprises of a pair of stop/start buttons. The start button is to be pressed to activate the flashing lights.
11. The stop button is to be pressed only if the flashing lights have been activated and require to be deactivated because the Rail Traffic will not proceed across the level crossing, on either the main line or on the CBH siding line. Once pressed the Driver's proceed Indicator will immediately display a red indication and the flashing lights will continue to flash for 30 seconds before extinguishing on the CBH siding line and 60 seconds on the main line.
Winfield Street Level Crossing
1. Flashing light warning signals, bells and half boomgates are provided at this level crossing.
2. This is a one (1) track level crossing.
3. Two (2) Driver's Indicators, No.1 for Up Rail Traffic and No.2 for Down Rail Traffic, are provided at this crossing.
4. Rail Traffic must not pass a Driver's Indicator displaying a red indication. All Rail Traffic requiring to proceed over the level crossing must stop at the Driver's Indicator displaying a red indication, activate the level crossing flashing lights and then proceed past the Driver's indicator only when a yellow indication is displayed. On activation of the flashing lights, approximately 17 seconds will pass before the yellow indication is displayed on the Driver's Indicator.
5. A notice board is located on the Driver's Indicator post and reads as follows:
STOP
ACTIVATE LEVEL CROSSING
LIGHTS
6. To activate the flashing lights a manual switch mounted on the Driver's Indicator must be used.
7. The manual switch mounted on the Driver's Indicator comprises of a pair of start/stop buttons. The start button is to be pressed to activate the flashing lights.
8. The stop button is to be pressed only if the flashing lights have been activated and require to be deactivated because the Rail Traffic will not proceed across the level crossing. Once pressed the Driver's Indicators will immediately display a red indication and the flashing lights will continue to flash for 30 seconds before extinguishing.
9. The flag attendant's manual switch mounted on the side of the equipment case at the level crossing can also activate the flashing lights. To deactivate the flashing lights the manual switch is required to be turned to its "off" position.
10. In the event of a system failure where the Driver's Indicator is not illuminated or fails to give a yellow indication, the level crossing is to be protected by a flag attendant. Such failures are to be reported to Network Control at the first practical opportunity.
Solomon Terrace Level Crossing
1. Flashing light warning signals, Bells and half boomgates are provided at this level crossing.
2. For approaching down Rail Traffic the flashing light warning signals, bells and half boomgates will commence to operate when the Rail Traffic is 81 metres from the level crossing.
3. A speed restriction of 8kph is applicable to all down Rail Traffic until the Rail Traffic has reached the level crossing.
4. A noticeboard is erected adjacent to the 8kph speed restrictions sign in the down direction and reads as follows:-
NO STANDING
BETWEEN THIS POINT
AND CROSSING
5. Down Rail Traffic departing from the Loop or Yard and all shunting movements must not exceed 8kph until the level crossing has been reached. | 428 | 333 |
| TILLEY | (335.5 km from Avon Yard)
This is also the junction for the Karara mainline | TILLEY
1. This is a Train Order Crossing Station with restricted crossings facilities, there is no Up Direction Cross over from the siding.
2. Access to the siding is restricted to Arc Infrastructure Ballast and Work trains and approved contractor maintenance machines, the points are secured by Midwest Perway padlock, the Regional Lead must approve access to the siding.
3. Station Limits signs are erected as follows:-
a. 110 metres from the facing points on the Goomalling end.
b. 365 metres from the Karara main line facing at the Mullewa.
c. 110 from the Junction points for the Karara main line.
4. Train Order Crossing Station indicator signs are erected 500 metres from the Station Limits signs.
5. Round type indicator are attached to the main line points to the siding which is protected at the Goomalling end by a dead end and on the Mullewa end by catching points.
6. A telephone cabin is provided adjacent to the facing points to the Crossings at siding at the Mullewa end.
7. Self restoring points with colour light indicators are provided at the Junction points at the 336.805 km for the Karara main line with the normal settings for the Karara main line.
8. Down Rail Traffic are not to be held at the Station Limits at the south end of Tilley but are to be held, if necessary, at the Station Limits south of Morawa.
9. Crossings at this location are restricted to Up services (as per paragraph 2 above) that are terminating in the siding, for all other through services the crossing is to take place at Bell or Morawa. Crossings with Karara line service are to take place at Bell, or the down service must be held at Morawa Station Limits (as per paragraph 8) until the Karara service has reported clear of Tilley. | 1400 | 335 |
| BELL | CROSSING LOOP: 1379 M | BELL
(340 km from Avon Yard)
1. This is a Train Order Crossing Station.
2. Station Limits signs are erected as follows:-
a. 589 metres from the facing points at the Perenjori end.
b. 1090 metres from the facing points at the Mullewa end.
3. Train Order Crossing Station indicator signs are erected 500 metres from the Station Limits signs.
4. Self restoring points and indicators (coloured light type) are provided at each end and operate as per Procedure 9022 - Operation of Self Restoring Points, of the Arc Infrastructure Network Safeworking Rules and Procedures.
5. A telephone cabin is provided at each end of the crossing loop.
6. A refuge siding is provided with access from the loop and is protected by a derailer which is normally in the “Lock Off” position. This derailer must be placed across the line and locked if Rail Traffic is stowed in the siding and restored to the “Lock Off” position when the siding is clear. | 1379 | 340 |
| GUTHA | NON-CROSSING STATION,
MERIDIAN IN-MOTION WEIGHBRIDGE LOCATED AT THE 356.750KM | GUTHA
(360 km from Avon Yard)
1. This is a Train Order Non Crossing Station.
2. Station Limits signs are erected as follows:-
a. 358.800 km at the Perenjori end.
b. 361.000 km at the Mullewa end.
3. Train Order Non Crossing Station indicator signs are erected 500 metres from the Station Limits signs.
Meridian In-Motion Weighbridge located at the 356.750km | 0 | 360 |
| CANNA | MAIN LINE 2876 METRES. CROSSING LOOP 2841 METRES. CBH SDG. DRIFT DOWN DIRECTION | CANNA
(372 km from Avon Yard)
1. This is a Train Order Crossing Station.
2. The crossing loop, which also services the CBH siding is provided and at both ends is protected by derailers which are normally in the “Lock Off” rail position. These derailers must be placed across the line and locked if wagons are stowed in the loop and restored to the “Lock Off” position when the load is clear.
3. Station Limits signs are erected as follows:-
a. 1600 metres from the facing points at the Perenjori end.
b. 59 metres from the facing points at the Mullewa end.
4. Train Order Crossing Station indicator signs are erected approximately 500 metres from the Station Limits signs.
5. Round type point indicators are attached to the main line points.
6. A telephone cabin with battery powered lighting is provided adjacent to the CBH installation.
7. Additional derailers have been fitted on the Canna Loop at the 372.447 km and 372.527 km either side of Offszanska Road Level Crossing. These derailers are in the normal “Lock Off” position. They are to be used to protect the level crossing if wagons are left unattended on the loop.
Offszanska Road Level Crossing Canna
1. Flashing light warning signals, bells and half boom gates are provided at this level crossing. Level crossing Speed Restriction sign of 50 kph are provided on both main line approaches at 625m
2. This is a two (2) track level crossing.
3. Four (4) Driver's Proceed Indicators Nos.3 and 4 are installed on the main line with radio controls.
4. Driver's Proceed Indicator No.3 is for the down approach and Driver's proceed indicator no.4 is for the up approach.
5. Rail Traffic must not pass a Driver's Proceed Indicator displaying a red indication. All Rail Traffic requiring to proceed over the level crossing must stop at a Driver's Proceed Indicator displaying a red indication, activate the level crossing flashing lights and then proceed past the Driver's Proceed Indicator only when a yellow indication is displayed. On activation of the flashing lights, a delay of 10-25 seconds will pass before the yellow indication is displayed on the Driver's Proceed Indicator.
6. Rail Traffic on the main line approaching the level crossing will normally automatically activate the flashing light warning signals and the Driver's Proceed indicator will show a yellow indication. If a main line Driver's Proceed Indicator does not immediately change to a yellow indication on approach to the crossing Rail Traffic Crews should be prepared to stop at the red indication and activate crossing controls by using radio or push buttons
7. The radio signal is transmitted via the locomotive's radio keypad by keying in the site activation number. The activation number is displayed on the Driver's Proceed Indicator post. The radio code is 135
8. To activate the flashing lights (after they have been deactivated) for Rail Traffic approaching the level crossing on the main line either the start button mounted on the Driver's Proceed Indicator or the radio signal may be used
9. Driver's Proceed Indicators No.1 and 2 are installed on the loop line. Driver's Proceed Indicator No.1 is for the down approach and Driver's Proceed Indicator no. 2 is for the up approach.
10. To activate the flashing lights for Rail Traffic approaching the level crossing on the loop line a manual push button unit mounted on the Driver's Proceed Indicator must be used.
11. The manual push button unit mounted on each Driver's Proceed Indicator comprises of a pair of start/stop buttons. The start button is to be pressed to activate the flashing lights.
12. The stop button is to be pressed if the flashing lights have been activated and require to be deactivated because the Rail Traffic will not immediately proceed across the level crossing, on either the main line or the loop line. Once pressed the Driver's Proceed Indicator will immediately display a red indication and the flashing lights will continue to flash for 30 seconds before extinguishing on the loop line and 60 seconds on the main line.
13. The loop line Driver's Proceed Indicator Nos. 1 and 2 have a notice board located on the Driver's Proceed Indicator post that reads as follows:
STOP
ACTIVATE LEVEL CROSSING
LIGHTS
14. There are two flag attendant manual operation switches. One is mounted on the side of the equipment case at the level crossing and another one is mounted diagonally opposite the level crossing on a post. Either can be used to activate the level crossing flashing lights. To deactivate the flashing lights the manual switch is required to be turned to its "Off" position.
15. In the event flashing lights fail to activate when called then the stop button on the relevant Driver's Proceed Indicator is to be pressed followed by the start button.
16. In the event of a system failure where the Driver's Proceed Indicator is not illuminated or fails to give a yellow indication, the level crossing is to be protected by a Competent Worker. Such failures are to be reported to Network Control at the first practical opportunity. | 2841 | 372 |
| LEDA | CROSSING LOOP 1330M | LEDA
(377 km from Avon Yard)
1. This is a Train Order Crossing Station.
2. Station Limits signs are erected as follows:-
a. 465 metres from the facing points at the Perenjori end.
b. 1347 metres from the facing points at the Mullewa end.
3. Train Order Crossing Station indicator signs are erected 500 metres from the Station Limits signs.
4. Self restoring points and indicators (coloured light type) are provided at each end and operate as per 9022 - Operation of Self Restoring Points of the Arc Infrastructure Network Safeworking Rules and Procedures.
5. A telephone cabin is provided at each end of the crossing loop. | 1330 | 377 |
| DEAN | CROSSING LOOP 1430M | DEAN
(404 km from Avon Yard)
1. This is a Train Order Crossing Station.
2. Station Limits Signs are erected 1500 metres from the facing points in each direction.
3. Train Order Crossing Station indicator signs are erected 500 metres from the Station Limits signs.
4. Self restoring points and indicators (coloured light type) are provided at each end and operate as per Procedure 9022 – Operation of Self Restoring Points of the Arc Infrastructure Network Safeworking Rules and Procedures.
5. A telephone cabin is provided at each end of the crossing loop.
6. A refuge siding is provided with access from the Loop and is protected by a derailer which is normally in the “Lock Off” position. This derailer must be placed across the line and locked if rail traffic is stowed in the siding and restored to the “Lock Off” position when the siding is clear. | 1430 | 404 |
| MONGER | CROSSING LOOP: 1389M | MONGER
(424 km from Avon Yard)
1. This is a Train Order Crossing Station.
2. Station Limits signs are erected 70 metres from the facing points in both directions.
3. Train Order Crossing Station indicator signs are erected 550 metres from the Station Limits signs.
4. Self restoring points and indicators are provided at each end and operate as per Procedure 9022 – Operation of Self Restoring Points of the Arc Infrastructure Network Safeworking Rules and Procedures.
5. A telephone cabin is provided at each end of the crossing loop.
6. “Lock On/Lock Off” derailers are provided in the Loop which are normally in the “Lock Off” position. These derailers must be placed across the line and locked if vehicles are stowed in the Loop and restored to the “Lock Off” position when the Loop is clear. | 1389 | 424 |
| MULLEWA | MAIN LINE 642 MTRS. CROSSING LOOP 622 MTRS. | MULLEWA
(429 km from Avon Yard)
(107 km from Geraldton)
1. This is a Train Order Crossing Station.
Note:- Rail Traffic movements between Mullewa and Ruvidini are on signal indications.
2. This station is the junction for the main line from Perenjori and the main line from Geraldton.
3. Station Limits signs are erected as follows:
a. 341 metres from the main line facing points for Rail Traffic approaching from Geraldton.
b. 1440 metres from the main line facing points for Rail Traffic approaching from Perenjori.
4. Train Order Crossing Station Indicator signs are erected approximately 500 metres from the Station Limits signs.
5. Round type point indicators are attached to all main line points and are fitted with Annett’s Locks.
6. Loaded Ore services must not travel via the Loop. For crossings the loaded ore service must take the Main Line.
7. Notice boards that read “RAIL TRAFFIC MUST HAVE A MOVEMENT AUTHORITY OR OBTAIN VERBAL PERMISSION FROM NETWORK CONTROL TO PASS THIS POINT” are placed adjacent to Departure Signal 231 for traffic approaching from Ruvidini and at the fouling points for the main line and loop for Rail Traffic departing Mullewa for Ruvidini.
8. Permission for traffic to depart Mullewa towards Ruvidini must not be given until the route from Departure Signal 231 has been called, the only exception will be for the issue of Alternative Movement Authorities.
9. Telephone communication and battery lighting is provided at the Train Order Shed.
10. Rail Traffic Crews approaching Mullewa from Monger or the CBH Siding must observe extreme caution due to cutting and formation of the line which obstructs the view of the station area.
11. Access to the CBH siding is from the Eastern end of the loop.
12. “Lock On Lock Off” scotch blocks are provided at each end of the loop and on the Pindar line dead end east of the CBH access.
13. In order to avoid prolonged delay to road traffic on Callaghan Street, in the event of it not being possible to admit Rail Traffic beyond Signal 231, the Rail Traffic must be detained at Monger.
Wubin – Mullewa Road Level Crossing (No. 369)
1. Flashing light warning signals are provided at this level crossing.
2. A permanent speed restriction of 10km/h will apply in both directions over the Northam – Mullewa road level crossing on the Mullewa – Pindar branch line only.
3. The flashing light warning signals will operate automatically when a Down or Up train approaches the level crossing.
4. Rail Traffic must not stop short of the crossing, except in an emergency, and must proceed over the crossing.
5. For all movements over the level crossing the crossing will recover automatically when the whole of the Rail Traffic has passed over the level crossing.
Mullewa - Pindar Branch
Mullewa - Pindar is CLOSED TO TRAFFIC
Mullewa - Narngulu Railway
1. This is a signalled line.
2. The signalling and interlocking of this line is controlled from Midwest Control.
3. COMMENCEMENT OF TRAIN ORDER and END OF TRAIN ORDER signs for both Up and Down lines respectively are erected at 86 metres from Mechanical Lever Switch No: 7 alongside the Station Limit Signs.
Avon - Mullewa Railway
1. This line is operated under the rules applicable to the Train Order Working.
2. The section Maya to Perenjori (exclusive) is non operational.
3. The section Mclevie to Maya is closed. | 622 | 429 |
| GOOMALLING | MCLEVIE MAIN 507 METRES. AMERY MAIN 481 METRES. CBH SDG. DRIFT UP DIRECTION. | GOOMALLING
(55km from Avon Yard)
1. This is a Train Order Crossing Station and junction for the main line to McLevie and branch line to Amery.
2. Station Limits signs are erected as follows:
a. 468 metres from the trailing points which provide access to the CBH Siding for Rail Traffic approaching from Avon Yard.
b. 320 metres from the Main Line facing points for Rail Traffic approaching from Amery.
c. 196 metres from the trailing point providing crossover between the Amery Branch and McLevie Main Line crossover for Rail Traffic approaching from McLevie.
3. Train Order Crossing Station indicator signs are erected 500 metres from the Station Limits signs from all directions.
4. The CBH Siding is deemed to be within Station Limits of Goomalling.
5. Self-restoring points and indicator are provided from the McLevie main line to the Amery branch line at the Avon Yard end, with Round type point indicators being attached to all other main line points.
6. A telephone shed with electric lighting is located to the platform at Avon Yard end of the station platform.
7. The yard siding is provided and protected both ends by scotch blocks.
8. The CBH siding is protected by derailers which are normally in the "Lock Off" rail position. These derailers must be placed across the line and locked if vehicles are stowed in the siding and restored to the "Lock Off" position when siding is clear.
Main Street Goomalling (Crossing No. 55)
1. Flashing light warning signals, bells and half boom gates are provided at this level crossing. A level crossing Speed Restriction sign of 6kph on both the Main line Down approachs at approximately 110m.
2. This is a two (2) track level crossing.
3. Four(4) Driver’s Proceed Indicators two on Amery Main Line( No. 1 and 2) and two on Mclevie Main Line( No. 3 and 4) are provided at this level crossings.
4. Driver’s Proceed Indicators Nos.1 and 2 are installed on the Amery Main Line with Radio controls. Driver’s Proceed Indicator No.1 is for the Down approach and Driver’s Proceed Indicator No.2 is for the Up approach.
5. Driver’s Proceed Indicators No.3 and 4 are installed on the Mclevie Main Line with radio controls. Driver’s Proceed Indicator No.3 is for the Down approach and Driver’s Proceed Indicator No.4 is for the Up approach.
6. Rail Traffic must not pass a Driver’s Proceed Indicator displaying a red indication. All Rail Traffic requiring to proceed over the level crossing must stop at a Driver’s Proceed Indicator displaying a red indication, activate the level crossing flashing lights and then proceed past the Driver’s Proceed Indicator only when a yellow indication is displayed. On activation of the flashing lights, a delay between 10-25 seconds will pass before the yellow indication is displayed on the Driver’s Proceed Indicator.
7. All Rail Traffic approaching the level crossing will normally automatically activate the flashing light warning signals and the Driver’s Proceed Indicator will show a yellow Indication. If the Driver’s Proceed Indicator does not immediately change to a yellow indication on approach to the crossing Rail Traffic Crews should be prepared to stop at the red indication and activate crossing controls by using radio or push button.
8. To activate the flashing lights (after they have been deactivated) for trains approaching the level crossing either the start button mounted on the Driver’s Proceed Indicator or a radio signal must be used.
9. The radio signal is transmitted via the locomotive’s UHF Radio keypad by keying in the site activation number. The activation number is displayed on the Driver’s Proceed Indicator post. The radio code is 246 for the Mclevie Main Line and the radio code is 579 for Amery Main Line.
10. The manual push button mounted on each Driver’s Proceed Indicator comprises of a pair of start/stop buttons. The start button is to be pressed to activate the flashing lights.
11. The Stop Button is to be pressed if the flashing lights have been activated and require to be deactivated because the Rail Traffic will not proceed across the level crossing. Once pressed the Driver Proceed Indicators will immediately display a red indication and the flashing lights will continue to flash for 60 sec before extinguishing.
12. There are two flag attendant manual switches. One is mounted on the side of the equipment case at the level crossing and another one is mounted diagonally opposite the level crossing on a post. Either can be used to activate the level crossing flashing lights. To deactivate the flashing lights the manual switch is required to be turned to its “Off” position.
13. In the event of flashing lights fail to activate when called then the stop button on the relevant Driver’s Proceed Indicator is to be pressed followed by the start button.
14. In the event of a system failure where the Driver Indicator is not illuminated or fails to give a yellow indication, the level crossing is to be protected by a Competent Worker. Such failures are to be reported to Network Control at the first practical opportunity.
Lockyer Street Level Crossing
1. Flashing light warning signals and manual pushbuttons are provided at this level crossing.
2. For Up Rail Traffic approaching Lockyer Street level crossing on the Amery main, the flashing light warning signals will commence to operate when the approaching Rail Traffic is 514 metres from the level crossing, and will remain in operation until the last vehicle has passed clear of the level crossing. Normal track speed will apply.
3. If the Up Rail Traffic on the Amery main requires to stop at the station it must occupy the “Z” track section. After occupying the “Z” track section for a period of 40 seconds, and provided the locomotive is not standing beyond the “NO STANDING BEYOND THIS POINT” notice board, the flashing lights will cease to operate.
4. When the Up Rail Traffic on the Amery main line is ready to depart the flashing light will commence to operate when the leading vehicle passes the “Z” track indicator. The Rail Traffic must not exceed 10kph until the locomotive has occupied the level crossing.
5. For Down Rail Traffic approaching Goomalling on the main line the flashing lights will commence to operate when the Rail Traffic is 514 metres from the level crossing.
6. All movements over the level crossing from the Yard or C.B.H. siding must not exceed 10 km/h.
7. For all shunting movements from the Amery main, Mullewa main, Yard and C.B.H. siding the train must pass completely over the level crossing after which the flashing lights will cease to operate.
8. During shunting operations and before making a reverse movement over the level crossing to the Amery main, McLevie main, Yard or C.B.H. sidings, the Rail Traffic Crew must activate the flashing lights manually by operation of the push button provided for the direction of travel.
9. The manually operated push buttons are provided on both sides of the level crossing.
Mullewa Road Level Crossing
1. Flashing light warning signals and push buttons are provided.
2. Automatic operation of the flashing light warning signals is provided in both the Up and Down directions on the Amery and McLevie lines with the following provisions:
a. For Up Rail Traffic approaching the crossing the flashing light warning signals will commence to operate when Rail Traffic is 402 metres from the crossing.
b. For Down Rail Traffic on the Amery main line the flashing lights will commence to operate when a train is 143 metres from the crossing and has passed the "NO STANDING BEYOND THIS POINT" sign. A speed limit of 20 kph applies until the Rail Traffic has reached the level crossing.
c. For Down Rail Traffic on the McLevie main the flashing lights will commence to operate when Rail Traffic is 81 metres from the level crossing. A speed limit of 10 kph applies until the Rail Traffic has reached the level crossing.
GOOMALLING TO McLEVIE LINE
This line is operated under the Rules applicable to the Train Order System between Goomalling and McLevie. | 481 | 55 |
| DOWERIN | CBH SDG.485 MTRS DRIFT UP DIRECTION | DOWERIN
(24km from Goomalling)
1. This is a Train Order Crossing Station.
2. The crossing loop is also used as the CBH loading line and is protected by derailers which are normally in the "Lock Off" rail position. These derailers must be placed across the line and locked if vehicles are stowed in the loop and restores to the "Lock Off" position when the siding is clear.
3. Station Limits signs are erected as follows:
a. 726 metres from the facing points for the CBH Rail Traffic approaching from Goomalling.
b. 1300 metres from the main line facing points providing access to the CBH Siding for Rail Traffic approaching from Amery.
4. Train Order Crossing Station indicator signs are erected approximately 500 metres from the Station Limits signs.
5. Round type point indicators are attached to all main line points.
6. Telephones is provided in the phone cabin.
7. A refuge siding off the main line protected by a scotch block is provided. The length of the refuge siding is 350 metres. The Main Line points giving access to the refuge siding are operated by a rigid lever locked by an Annetts Key and is clipped and locked for the Main Line. | 485 | 24 |
| AMERY | Junction Station | AMERY
(34km from Goomalling)
1. This is a Train Order Non Crossing Station and Junction Station for the main line to Wyalkatchem and Branch line to Kalannie.
2. The Main Line points are fitted with a Square Type points indicator and are left set for the direction of the last Rail Traffic. Rail Traffic Crews approaching Amery are to ensure that the points are correctly set for the passage of their Rail Traffic.
3. Station Limits signs are erected as follows:
a. 810 metres from the main line points for Rail Traffic approaching from Goomalling.
b. 200 metres from the main line points for Rail Traffic approaching from Burakin.
c. 1390 metres from the main line points for Rail Traffic approaching from Wyalkatchem.
4. Train Order Non Crossing Station indicator signs are erected approximately 500 metres from the Station Limits signs. | 0 | 34 |
| MINNIVALE | CBH SIDING 518 METRES. | MINNIVALE
(44km from Goomalling)
1. This is a Train Order Crossing Station.
2. Station Limits signs are provided as follows:
a. 400 metres from the main line facing points for Rail Traffic approaching from Amery.
b. 150 metres from the main line facing points for Rail Traffic approaching from Wyalkatchem.
3. Train Order Crossing Station indicator signs are erected approximately 500 metres from the Station Limits signs.
4. Round type point indicators are attached to all main line points.
5. Telephones is provided in the phone cabin.
6. The WHR and public siding are protected at the Amery end by a scotchblocks and at the Wyalkatchem end by a derailer. The derailer is normally in the "Lock Off" position and must be placed across the rail and locked if wagons are stowed in the siding and restored to the "Lock Off" position when the siding is clear. | 518 | 44 |
| WYALKATCHEM | CROSSING LOOP 810 MTRS. CBH SDG. DRIFT UP DIRECTION. | WYALKATCHEM
(66km from Goomalling)
1. This is a Train Order Crossing Station and Junction Station for the Mukinbudin Branch line.
2. Station Limits signs are erected as follows:
a. 648 metres from the fouling point between the main line to CBH facing points for Rail Traffic approaching from Amery.
b. 1418 metres from the CBH facing points for Rail Traffic approaching from Mukinbudin.
3. Train Order Crossing Station indicator signs are erected approximately 500 metres from the Station Limits signs.
4. The CBH siding is the crossing loop and is protected by derailers at each end. The derailers which are normally in the "Lock Off" position must be placed across the line and locked if vehicles are stowed in the siding and restored to the "Lock Off" position when the siding is clear.
5. Ordinary type point indicators are attached to the main line points at CBH.
6. A telephone is provided in the cabin located at the Mukinbudin end of the platform.
Wyalkatchem to Trayning Section
1. This section is closed to traffic.
Mitchell Road Level Crossing (FL No. 374)
1. Flashing light warning signals and push buttons are provided at this level crossing.
2. A 35kph speed restriction is applicable to Down Rail Traffic approaching this Level Crossing.
3. A 10kph speed restriction is applicable to Up Rail Traffic approaching this Level Crossing.
Riches Street Level Crossing (FL No. 486)
1. Flashing light warning signals and a push button is provided at this level crossing.
2. A push button is situated adjacent to the points giving access to the CBH siding for the purpose of operating the flashing light warning signals when a shunting movement from the main line or loop has passed over the level crossing and a set back movement is to be made.
3. When the Rail Traffic is ready to set back the Competent Worker in charge of the shunting movement must operate the push button in order to commence the operation of the flashing light warning signals.
4. The Rail Traffic Crew must not move the Rail Traffic toward the level crossing until satisfied that the flashing light signals are operating and road vehicles have stopped.
5. A 10kph speed restriction is applicable to Rail Traffic approaching this Level Crossing.
Goldfields Road Level Crossing (FL No. 1013)
1. Flashing light warning signals and push buttons are provided at this level crossing.
2. A 40kph speed restriction is applicable to Rail Traffic approaching this Level Crossing. | 810 | 66 |
| WEST MERREDIN | CROSSING LOOP 2159 MTRS. | WEST MERREDIN
1. This Station is a sub location of, and within the Station Limits of, Merredin.
2. This is the junction for the narrow gauge lines to Wyalkatchem and Narrogin via Kondinin and Bruce Rock.
3. The signalling and interlocking is operated by the EGR Network Controller situated at Midland.
4. Station Limits signs are erected 420 metres from the Great Eastern Highway level crossing for Rail Traffic approaching from Bruce Rock.
5. A Train Order Crossing Station indicator sign is erected approximately 500 metres from the Station Limits signs.
6. Notice Signs are erected to indicate the Commencement and end of Train Order Territory as follows:-
a. Adjacent to the Station Limits sign for the Bruce Rock branch line.
B. Adjacent to No.132 Up Controlled Absolute Signal for the Kondinin branch line.
C. Adjacent to No.120 Up Controlled Absolute Signal for the Wyalkatchem branch line.
7. The stowing of vehicles on the narrow gauge shunting neck beyond the catch point at the east end of the yard is prohibited unless approved by Arc Infrastructure’s Head of Operations and Customer Management.
8. Standing room - Crossing Loop.
A. Standing room is available between Departure Signal No. 104 and Down Controlled Absolute Signal No. 111 of 1535 metres.
B. Standing room is available between Up Directing Signal No. 114 and Down Departure Signal No.127 of 518 metres.
C. Overall Crossing loop standing room is 2159 metres.
9. When two over length Rail Traffic is required to cross at West Merredin, the Up Rail Traffic must be admitted to the main line first. The Down Rail Traffic must be held at the Down Controlled Absolute Signal No. 101 until the opposing (Up) Rail Traffic has arrived complete on the main line. The Down Rail Traffic can then enter the loop.
10. In the event that sufficient time is available to admit the Down Rail Traffic to the main line prior to the opposing (Up) Rail Traffic arriving at Merredin station, then the Down Rail Traffic can be admitted to the main line first.
11. If Down over length Rail Traffic is admitted to the Crossing Loop and stops with portions of the Rail Traffic between Down Controlled Absolute Signal No.111 and Down Departure Signal No.127, it will not be possible to place to Proceed Up Signals for the passage of the Up Rail Traffic from Merredin to West Merredin.
12. If Up over length Rail Traffic is admitted to the Crossing Loop and stops with the rear portion of the Rail Traffic between Up Controlled Absolute Signal No.114 and Down Controlled Absolute Signal No.111, it will not be possible for Rail Traffic to be admitted to or depart from the main line, or to be admitted to or depart from the yard.
CROOKS ROAD LEVEL CROSSING (FL378)
1. Flashing light warning signals are provided at this level crossing.
2. For Up Rail Traffic the flashing light warning signals will commence to operate provided No.102, No.104 or No.106 Up Departure Signal is at "Proceed".
3. Every effort should be made to prevent Rail Traffic standing at Down Controlled Absolute Signal No.101 due to the close proximity of the level crossing to the Signal.
4. In the event of it being necessary to authorise Rail Traffic to pass No.102, 104 or 106 Up Departure at the STOP aspect, due to a signal failure or other cause, definite instructions must be given by the Network Controller to the Rail Traffic Crew not to proceed over the Crooks Road Level Crossing until satisfied that the flashing light warning signals are operating correctly. To ensure this, it will be necessary for the Rail Traffic Crew, on being authorised to pass the signal at STOP, to move forward until the leading end of Rail Traffic has passed the signal and then again stop to allow sufficient time for the flashing light warning signals to operate and the road vehicles to have stopped.
WEST MERREDIN-KONDININ LINE, WEST MERREDIN TO CORRIGIN LINE AND CORRIGIN TO BULLARING SECTION
These sections are Non Operational.
GAMENYA AVENUE LEVEL CROSSING (FL230)
1. Flashing light warning signals are provided at this level crossing.
2. The West Merredin - Wyalkatchem Narrow Gauge Main passes through this level crossing.
3. For Up Narrow Gauge Rail Traffic the flashing light warning signals will commence to operate provided No.131A or No.133A Up Controlled Absolute Signal is at "Proceed".
4. For Down Narrow Gauge Rail Traffic the flashing light warning signals will commence to operate provided No.120 Down Controlled Absolute Signal is at "Proceed".
NUNGARIN ROAD LEVEL CROSSING (FL220)
1. Flashing light warning signals are provided at this level crossing.
2. For Down Rail Traffic the flashing light warning signals will commence to operate provided No.D80 Down Controlled Absolute Signal is at "Proceed".
3. In the event of it being necessary to authorise Rail Traffic to pass No.D180 Down Controlled Absolute Signal at the STOP aspect, due to a signal failure or other cause, definite instructions must be given by the Network Controller to the Rail Traffic Crew not to proceed over the Railway Avenue level crossing until satisfied that the flashing light warning signals are operating correctly. To ensure this, it will be necessary for the Rail traffic Crew, on being authorised to pass the signal at STOP, to move forward until the leading end of the Rail Traffic has passed the signal and then again stop to allow sufficient time for the flashing light warning signals to operate and road vehicles to have stopped. | 2159 | 282 |
| AMERY | Junction Station | AMERY
(34km from Goomalling)
1. This is a Train Order Non Crossing Station and Junction Station for the main line to Wyalkatchem and Branch line to Kalannie.
2. The Main Line points are fitted with a Square Type points indicator and are left set for the direction of the last Rail Traffic. Rail Traffic Crews approaching Amery are to ensure that the points are correctly set for the passage of their Rail Traffic.
3. Station Limits signs are erected as follows:
a. 810 metres from the main line points for Rail Traffic approaching from Goomalling.
b. 200 metres from the main line points for Rail Traffic approaching from Burakin.
c. 1390 metres from the main line points for Rail Traffic approaching from Wyalkatchem.
4. Train Order Non Crossing Station indicator signs are erected approximately 500 metres from the Station Limits signs. | 0 | 34 |
| EJANDING | CROSSING LOOP 496 METRES. CBH SDG. DRIFT UP DIRECTION. | EJANDING
(17km from Amery)
1. This is a Train Order Crossing Station with limited crossing facilities and is provided to service the CBH bin.
2. Station Limits signs are erected as follows:
a. 450 metres from the Main line facing points for Rail Traffic approaching from Burakin.
b. 150 metres from the main line facing points for Rail Traffic approaching from Amery.
3. Train Order Crossing Station indicator signs are erected approximately 500 metres from the Station Limits signs.
4. Round type point indicators are attached to all main line points.
5. Telephones and battery powered lighting are provided in the old out of shed.
6. A CBH siding protected at each end by derailers is provided. The derailers are normally in the "Lock Off" position and must be placed across the line and locked if wagons are stowed in the siding and restored to the "Lock Off" position when the siding is clear.
Dowerin - Kalannie Road Level Crossing (Crossing No. FL357)
1. Flashing light warning signals are provided at this level crossing.
2. A " Z Track " is provided to facilitate shunting.
3. When shunting has been completed and the train is ready to depart the Rail Traffic Crew must not allow the speed of the train to exceed 35kph until the locomotive has reached the level crossing. | 496 | 17 |
| MANMANNING | CROSSING LOOP 650 METRES. CBH SDG. DRIFT UP DIRECTION. | MANMANNING
(38KM FROM Amery)
1. This is a Train Order Crossing Station.
2. Station Limits signs are erected 400 metres from the main line facing points in each direction.
3. Train Order Crossing Station indicator signs are erected approximately 500 metres from the Station Limits signs.
4. Round type point indicators are attached to all main line points.
5. Telephones and battery powered lighting are provided in the old staff cabin.
6. A crossing loop is provided, and is protected at each end by derailers.
7. The CBH siding is clipped out of use. | 650 | 38 |
| CADOUX | CROSSING LOOP 200 METRES, CBH SDG SETUP 297 METRES. CBH SIDING DRIFT 293 METRES. DRIFT DOWN DIRECTION. | CADOUX
(48km from Amery)
1. This is a Train Order Crossing Station with limited crossing facilities and is provided to service CBH.
2. Station Limits signs are erected 900 metres from the mainline facing points in each direction.
3. Train Order Crossing Station indicator signs are erected approximately 500 metres from the Station Limits signs.
4. Round type point indicators are attached to all main line points.
5. Telephones and battery powered lighting are provide.
6. Access to the CBH siding is gained from the main line and is protected by derailers at both ends. The derailers are normally in the “Lock Off” position and must be placed across the line and locked if rail vehicles are stowed in the siding and restored to the “Lock Off” position when the siding is clear. | 200 | 48 |
| KIRWAN | CBH SDG SETUP 239 METRES. CBH SIDING DRIFT 275 METRES. DRIFT DOWN DIRECTION | KIRWAN
(70KM from Amery)
1. This is a Train Order Crossing Station with limited crossing facilities There is no Down direction points from the CBH siding.
2. CBH and is protected by derailers. The derailers are normally in the “Lock Off” position and must be placed across the line and locked if wagons are stowed in the siding and restored to the “Lock Off” position when the siding is clear.
3. Station Limits signs are erected as follows:
a. 975 metres from the main line trailing points for Rail Traffic approaching from Burakin
b. 700 metres from the main line facing points for Rail Traffic approaching from Amery.
4. Train Order Crossing Station indicator signs are erected approximately 500 metres from the Station Limits signs.
5. Round type point indicators are attached to all main line points.
6. A telephone shed with battery powered lighting is located on the Up side of the main line. | 230 | 70 |
| BURAKIN | CROSSING LOOP 550 METRES | BURAKIN
(78km from Amery)
1. This is a Train Order Crossing Station and Junction Station for the Beacon branch line.
2. Station Limits signs are erected as follows:
a. 1000 metres from the main line to loop facing points for Rail Traffic approaching from Amery.
b. 100 metres from the toe of the points at the junction of the Kalannie and Beacon branch lines for Rail Traffic approaching from both Kalannie and Beacon.
3. Round type point indicators are attached to all main line points except for the Junction points which are equipped with a Square Type Points indicator, the points being set for the passage of the last Rail Traffic movement.
4. Train Order Crossing Station indicator signs are erected approximately 500 metres from the Station Limits signs.
5. Telephones and battery powered lighting are provided.
6. A crossing loop protected at each end by derailers is provided. The derailers which are normally in the “Lock Off” position must be placed across the line and locked if vehicles are stowed in the siding loop and restored to the “Lock Off” position when the siding is clear.
7. Rail Traffic Crews proceeding through the junction points must ensure that they are correctly set and secured for the safe passage of the Rail Traffic.
8. It is not necessary to reset the junction points to their previous setting when the Rail Traffic has passed completely over them. | 550 | 78 |
| KALANNIE | MAIN LINE 449 METRES. CBH SDG. DRIFT DOWN DIRECTION. | KALANNIE
(98km from Amery)
1. This is a Train Order Crossing Station and terminus station for the Kalannie branch line.
2. Station Limits signs are erected 1162 metres from the main line facing points.
3. A Train Order Crossing Station indicator signs are erected approximately 500 metres from the Station Limits signs.
4. A Square Type Points indicators are attached to the main line points at the CBH siding and the first set of facing points at the station yard.
5. Telephones and electric lighting are provided.
6. Siding No.1, Siding No.2 and C.B.H. siding are provided.
7. Access to the CBH siding is gained from the mainline.
8. The first set of mainline points which provide access to the CBH Siding and Sidings No.1 and No.2 are left set for the passage of the last Rail Traffic movement through those points.
9. "Lock on, Lock off" scotch blocks are provided on the CBH siding with a “Lock on, Lock off" derailer provided on No. 2 road to protect both 1 and 2 roads. | 0 | 98 |
| BURAKIN | CROSSING LOOP 550 METRES | BURAKIN
(78km from Amery)
1. This is a Train Order Crossing Station and Junction Station for the Beacon branch line.
2. Station Limits signs are erected as follows:
a. 1000 metres from the main line to loop facing points for Rail Traffic approaching from Amery.
b. 100 metres from the toe of the points at the junction of the Kalannie and Beacon branch lines for Rail Traffic approaching from both Kalannie and Beacon.
3. Round type point indicators are attached to all main line points except for the Junction points which are equipped with a Square Type Points indicator, the points being set for the passage of the last Rail Traffic movement.
4. Train Order Crossing Station indicator signs are erected approximately 500 metres from the Station Limits signs.
5. Telephones and battery powered lighting are provided.
6. A crossing loop protected at each end by derailers is provided. The derailers which are normally in the “Lock Off” position must be placed across the line and locked if vehicles are stowed in the siding loop and restored to the “Lock Off” position when the siding is clear.
7. Rail Traffic Crews proceeding through the junction points must ensure that they are correctly set and secured for the safe passage of the Rail Traffic.
8. It is not necessary to reset the junction points to their previous setting when the Rail Traffic has passed completely over them. | 550 | 78 |
| KULJA | CBH SDG. DRIFT DOWN DIRECTION | KULJA
(12km from Burakin)
1. This is a Train Order Crossing Station with limited crossing facilities available at the CBH bin.
2. Station Limits signs are erected as under:
* 50 metres from the main line facing points providing access to the CBH Siding for trains approaching from Burakin.
* 700 metres from the main line facing points providing access to the CBH Siding for trains approaching from Bonnie Rock.
3. Train Order Crossing Station indicator signs are erected approximately 500 metres from the Station Limits signs.
3. Ordinary type point indicators are attached to all main line points.
4. A telephone shed with battery powered lighting are provided adjacent to the CBH Siding.
5. The C.B.H. siding is protected at each end by scotchblocks. | 292 | 12 |
| MOLLERIN | CBH SDG CLIPPED OUT OF USE. DRIFT UP DIRECTION. | MOLLERIN
(38km from Burakin)
1. This is a Train Order Non Crossing Station.
2. Station Limits signs are erected 1000 metres from the main line facing points in each direction.
3. Train Order Non Crossing Station indicator signs are erected approximately 550 metres from the Station Limits signs.
4. Round type point indicators are attached to all main line points which have been clipped for the main line.
5. Telephones and battery powered lighting are provided. | 0 | 38 |
| CLEARY | CBH SDG. DRIFT UP DIRECTION. | CLEARY
(49km from Burakin)
1. This is a Train Order Crossing Station with limited crossing facilities available in the CBH siding.
2. Station Limits signs are erected 1000 metres from the mainline facing points in each direction.
3. Train Order Crossing Station indicator signs are erected approximately 500 metres from the Station Limits signs.
4. Round type point indicators are attached to all main line points.
5. Telephones and battery operated lighting are provided in the Train Order Shed.
6. The CBH siding is protected by scotchblocks at each end. | 588 | 49 |
| BEACON | CROSSING LOOP 596 METRES. CBH SDG. 360 METRES. DRIFT UP DIRECTION. | BEACON
(71km from Burakin)
1. This is a Train Order Crossing Station and terminus for the Beacon Branch Line.
2. Station Limits signs are erected 50 metres from the main line to loop facing points for Rail Traffic approaching from Burakin.
3. Train Order Crossing Station indicator signs are erected approximately 500 metres from the Station Limits signs.
4. Round type point indicators are attached to all main line points.
5. A Telephone is provided. No lighting provided.
6. The loop is protected at each end by "lock-on/lock-off” scotch blocks. The scotch blocks which are normally in the “Lock Off” position must be placed across the line and locked if vehicles are stowed in the loop and restored to the “Lock Off” position when the siding is clear.
7. A C.B.H. siding and CBH loop are provided.
8. The CBH siding is protected by a “lock-on/lock-off” derailer with the normal position being “lock-off”. The derailer must be placed over the rail and locked when vehicles are stowed in the siding and returned to the “lock-off” position when the siding is clear.
9. Beacon to Bonnie Rock section is non-operational. | 596 | 71 |
| WYALKATCHEM | CROSSING LOOP 810 MTRS. CBH SDG. DRIFT UP DIRECTION. | WYALKATCHEM
(66km from Goomalling)
1. This is a Train Order Crossing Station and Junction Station for the Mukinbudin Branch line.
2. Station Limits signs are erected as follows:
a. 648 metres from the fouling point between the main line to CBH facing points for Rail Traffic approaching from Amery.
b. 1418 metres from the CBH facing points for Rail Traffic approaching from Mukinbudin.
3. Train Order Crossing Station indicator signs are erected approximately 500 metres from the Station Limits signs.
4. The CBH siding is the crossing loop and is protected by derailers at each end. The derailers which are normally in the "Lock Off" position must be placed across the line and locked if vehicles are stowed in the siding and restored to the "Lock Off" position when the siding is clear.
5. Ordinary type point indicators are attached to the main line points at CBH.
6. A telephone is provided in the cabin located at the Mukinbudin end of the platform.
Wyalkatchem to Trayning Section
1. This section is closed to traffic.
Mitchell Road Level Crossing (FL No. 374)
1. Flashing light warning signals and push buttons are provided at this level crossing.
2. A 35kph speed restriction is applicable to Down Rail Traffic approaching this Level Crossing.
3. A 10kph speed restriction is applicable to Up Rail Traffic approaching this Level Crossing.
Riches Street Level Crossing (FL No. 486)
1. Flashing light warning signals and a push button is provided at this level crossing.
2. A push button is situated adjacent to the points giving access to the CBH siding for the purpose of operating the flashing light warning signals when a shunting movement from the main line or loop has passed over the level crossing and a set back movement is to be made.
3. When the Rail Traffic is ready to set back the Competent Worker in charge of the shunting movement must operate the push button in order to commence the operation of the flashing light warning signals.
4. The Rail Traffic Crew must not move the Rail Traffic toward the level crossing until satisfied that the flashing light signals are operating and road vehicles have stopped.
5. A 10kph speed restriction is applicable to Rail Traffic approaching this Level Crossing.
Goldfields Road Level Crossing (FL No. 1013)
1. Flashing light warning signals and push buttons are provided at this level crossing.
2. A 40kph speed restriction is applicable to Rail Traffic approaching this Level Crossing. | 810 | 66 |
| COWCOWING | CBH SDG. CLIPPED OUT OF USE DRIFT UP DIRECTION. | COWCOWING
(25km from Wyalkatchem)
1. This is a Train Order Non Crossing Station.
2. Station Limits signs are erected 770 metres from the main line facing points in each direction.
3. Train Order Non Crossing Station indicator signs are erected approximately 500 metres from the Station Limits signs.
4. Round type point indicators are attached to all main line points which have been clipped for the main line.
5. A telephone shed with battery powered lighting is located on the Down Side of the main line opposite the CBH garner bin. | 0 | 25 |
| KOORDA | CROSSING LOOP 357 METRES.CBH SDG. DRIFT DOWN DIRECTION. | KOORDA
(45km from Wyalkatchem)
1. This is a Train Order Crossing Station.
2. Station Limits signs are erected as follows:
a. 1270 metres from the main line facing points providing access to the Loop for Rail Traffic approaching from Wyalkatchem.
b. 700 metres from the main line facing points providing access to the yard for Rail Traffic approaching from Mukinbudin.
3. Train Order Crossing Station indicator signs are erected approximately 500 metres from the Station Limits signs.
4. Round type point indicators are attached to all main line points.
5. Telephones is provided in the phone cabin.
6. A crossing loop protected at each end by scotchblocks is provided.
7. A CBH siding protected at each end by derailers is provided. The derailers are normally in the "Lock Off" position and must be placed across the line and locked when wagons are stored in the CBH and restores to the "Lock Off" position when the siding is clear.
Koorda - Cadoux Road Level Crossing (No. FL405)
1. Flashing light warning signals and a push button is provided at this level crossing.
2. A 5 kph speed restriction applies to Down Rail Traffic approaching this Level Crossing. | 357 | 45 |
| GABBIN | CROISSING LOOP 372 METRES. CBH SDG. 500 METRES, DRIFT UP DIRECTION. | GABBIN
(66km from Wyalkatchem)
1. This is a Train Order Crossing Station.
2. Station Limits signs are erected 500 metres from the western end main line facing points and 500 metres from the eastern end mainline facing points.
3. Train Order Crossing Station indicator signs are erected approximately 500 metres from the Station Limits signs.
4. Round type point indicators are attached to all main line points.
5. Telephones and battery powered lighting are provided.
6. Access to the CBH siding is gained from the Loop at the Mukinbudin end and from the main line at the Wyalkatchem end of the station.
7. The CBH siding is protected by derailers which are normally in the “Lock Off” position. The derailers must be placed across the line and locked if vehicles are stowed in the siding and restored to the “Lock Off” position when the siding is clear. | 372 | 66 |
| BENCUBBIN | CROSSING LOOP 373 METRES CBH SDG DRIFT DOWN DIRECTION. | BENCUBBIN
(84km from Wyalkatchem)
1. This is a Train Order Crossing Station.
2. Station Limits signs are erected 1000 metres from the main line facing points in each direction.
3. Train Order Crossing Station indicator signs are erected approximately 500 metres from the Station Limits signs.
4. A crossing loop provided and protected at the Wyalkatchem end by a derailer which is normally in the "Lock Off" position. The derailer must be placed across the line and locked if vehicles are stowed on the loop and restored to the "Lock Off" position when the siding is clear.
5. Round type point indicators are attached to all main line points.
6. Telephones not provided.
7. The CBH Siding is within station limits of Bencubbin with access from the loop and is protected by a derailer which is normally in the "Lock Off" position. The derailer must be placed over the line and locked if vehicles are stowed in the siding. | 373 | 84 |
| WELBUNGIN | CBH SDG. DRIFT DOWN DIRECTION. | WELBUNGIN
(97km from Wyalkatchem)
1. This is a Train Order Crossing Station with limited crossing facilities and is provided to service the CBH bin.
2. Station Limits signs are erected 700 metres from the main line facing points in each direction.
3. Train Order Crossing Station Indicator signs are erected approximately 500 metres from the Station Limits signs.
4. Round type point indicators are attached to all main line points.
5. A telephone shed with battery powered lighting is provided on the Down side of the main line opposite the CBH bin.
6. The CBH siding is protected at each end by derailers which are normally in the “Lock Off” position. These derailers must be placed across the line and locked if vehicles are stowed in the CBH and restored to the “Lock Off” position when the siding is clear. | 372 | 97 |
| MUKINBUDIN | CROSSING LOOP 391 MTRS. CBH SDG DRIFT DOWN DIRECTION. | MUKINBUDIN
(121km from Wyalkatchem)
1. This is the terminal station of the Mukinbudin branch line and is a Train Order Crossing Station.
2. Station Limits signs are erected 687 metres from the main line facing points.
3. Train Order Crossing Station indicator signs are erected approximately 500 metres from the Station Limits signs.
4. Telephones and electric light are provided in the telephone cabin.
5. A crossing loop equipped with "Lock on, Lock off" scotchblocks is provided.
6. Round type point indicators are attached to both sets of main line points.
7.The CBH siding is an extension of the mainline and is protected by a derailer, which is normally in the “Lock Off” position. This derailers must be placed across the line and locked if vehicles are stowed in the CBH siding and restored to the “Lock Off” position when the CBH siding is clear. | 391 | 121 |
| WEST KALGOORLIE | MAIN 2115 METRES, CROSSING LOOP 2020 METRES AND ARRIVAL ROAD 1672 | WEST KALGOORLIE BYPASS
(645km from East Perth Terminal)
WEST KALGOORLIE
(650km from East Perth Terminal)
This is a sub location of Kalgoorlie.
Binduli Triangle
Binduli Triangle is within Station Limits of Kalgoorlie.
Triangle West leg – 1840 metres.
Triangle East leg – 1685 metres.
1. West Kalgoorlie yard
To ensure safe passage of Rail Traffic departing the Yard from signals 32 or 44, the Rail Traffic Crew, or the Competent Workers directing shunting, must confirm with Network Control that the signal at proceed is for their proposed movement prior to moving beyond the fouling point of converging lines.
2. For Shunting Movements from 44 signal towards BWT track and 50 signal towards BVT track requires the following conditions:
• Network Controller calls the route,
• Tracks in route are clear and not blocked,
• Points are detected in the correct lie and locked,
• Opposing route locks are clear and in route locks effective,
• Red aspect of the corresponding signal proved lit, and
• TAP button of the corresponding signal is pressed.
Note that the TAP button for Signal 44 is positioned adjacent to Signal 50 and vice versa (as indicated on the signalling plan).
3. West Kalgoorlie Industrial Sidings Operational Guidelines
3.1. Overview
3.1.1. To ensure all operators can perform their task safely Arc Infrastructure’s Network Control will ensure single authority for movements to and from the Shunting Neck, Gantry Access and the Industrial Sidings.
Entry to these locations is marked by a sign that states “STOP Do not pass this point without authority from the Network Controller”.
These locations are:
• Shunting Neck from 46 hand points to the dead end;
• Gantry Access from the fouling point of 46 points to the fouling point beyond 48 points; and
• Industrial Siding from the toe of points of 49 points to the dead ends of the Industrial Siding.
3.1.2. All communications with Network Control will be on open channel radio.
3.1.3. Rail Traffic movements into, and track works on, the Shunting Neck, Gantry Access and the Industrial Sidings at West Kalgoorlie must be approved by Network Control.
3.1.4. Track works must be protected in accordance with the Network Safeworking Rules and Procedures.
3.1.5. All intermediate hand points for turnouts off the Industrial siding Access Road, when not being used, must be left set Normal for through movements, this normal setting of points is as shown in the Station Sketch.
3.1.6. The Network Controller must endorse the Network Control Diagram on each occasion that permission is granted for occupancy.
3.2. Safety
3.2.1. With the exception of track works using a Work on Track Authority (WOTA), Network Control may authorise only one occupancy for the Shunting Neck, Gantry Access or Industrial Sidings at a time.
3.2.2. Occupancy may be authorised for a period of time that accommodates all above rail operators and track works.
3.2.3. Where a second operator requests occupancy of the Shunt Neck, Gantry Access or Industrial Sidings, Network control can request the first operator previously authorised for the movement to move clear into a siding, yard or arrival road and they are to confirm with the Network Controller when clear prior to allow authorising the second movement.
3.2.4. Any subsequent move out of any Industrial Siding, Gantry Access or into the Shunting Neck must again have the authority of Network control.
3.2.5. The Network Controller may give permission for dual occupancy on the Industrial Siding for a rail traffic movement and a track worksite where the track works are protected with points being clipped to prevent rail traffic access to the worksite and the rail traffic movement is not going beyond the clipped points.
3.2.6. The Protection Office in charge of the WOTA is responsible for ensuring workers are safe and no work is to be carried out between the points and the clearance point on the converging lines. | 2020 | 650 |
| ESPERANCE LINE | WEST KALGOORLIE - ESPERANCE RAILWAY | WEST KALGOORLIE - ESPERANCE RAILWAY
1. This railway is operated under the Rules Applicable to the Centralised Traffic Control System and the Train Order Working over the sections as listed below:-
Centralised Traffic Control System: - West Kalgoorlie - Hampton.
Train Order Working: - Hampton -Esperance.
Train Order Working: - Kambalda to Redmine. | 0 | 0 |
| HAMPTON Ballast Siding | BALLAST SIDING | HAMPTON BALLAST SIDING
(14km from West Kalgoorlie)
1. This siding is protected at each end by catch points.
2. The main line points are secured by Switchlocks which are released by the Network Controller EGR at the Metro Control Centre.
3. The Hampton Ballast siding comprises an Arrival road, an Intermodal road and an Infrastructure Works road.
4. Rollingstock must be stabled within derailers/scotch blocks where provided and must not be stabled within the fouling point of converging lines.
5. Method of Operation.
The Network Controller will contact Watco’s WOC to advise of any rail traffic, other than Watco services, that require entry to the Hampton Ballast siding before the service leaves West Kalgoorlie or Hampton. Watco service will contact their WOC directly and advise the Network Controller when they have permission to enter the Ballast siding prior to departing Binduli, Hampton or Kambalda.
5.1 The Competent Worker in charge of the shunting movement, after arrival of the Rail Traffic and ensuring that the Rail Traffic is clear of the main line points, must request the Network Controller to release the applicable Switchlock.
5.2 The Switchlock door must then be opened and if the indicator shows a "Free" indication the small handle must be turned completely over to the LEFT.
5.3 The padlock securing the point’s lever must be unlocked and the points and catchpoints operated as required.
5.4 When the shunt movements have been completed, the points and catchpoints must be restored to the normal position and the lever locked with the padlock provided.
5.5 The small handle must then be turned completely to the RIGHT and the Switchlock door closed and padlocked.
5.6 The Network Controller must then be advised that the Switchlock has been restored to the normal position and the points are set for the main line.
6. Rail traffic that enters the Hampton Ballast siding from Hampton or Kalgoorlie and is to return to the same location must be locked within the siding and Switchlocks restored to Normal. This is to ensure there are no following rail traffic movements. | 800 | 14 |
| HAMPTON | CROSSING LOOP 1831 METRES. Hampton RailBAM: 13.88KM POST | HAMPTON
(16km from West Kalgoorlie)
1. The signalling and interlocking at Hampton is operated by EGR Control at the Metro Control Centre.
2. Special release buttons are provided adjacent to No. 5A switchlock and is to be used when it is necessary for Rail Traffic to be admitted to the yard through switchlocked points. The Network Controller must first set the appropriate points for the required movement and then release the switchlock. When this action has taken place the Competent Worker in charge of the shunting must then proceed to the switchlock and open the switchlock door, turn the small handle completely over and operate the switchlock points.
3. After the points have been operated the switchlock handle must be returned to its original position and the door closed and secured. The press button at the switchlock must then be depressed to the place the applicable signal at "PROCEED". The button must be kept depressed until the first portion of the Rail Traffic has passed the signal.
4. After the Rail Traffic has cleared the points the switchlock must be reopened, the small handle turned, points restored to normal, and the handle returned to its normal position after which the switchlock door must be closed, secured and the Network Controller advised accordingly.
5. This is a Train Order Station for the Esperance line.
Note – All rail traffic movements between West Kalgoorlie and Hampton inclusive are on signal indications.
6. Yellow reflectorized signs with black lettering indicating “END OF TRAIN ORDER TERRITORY” and “COMMENCEMENT OF TRAIN ORDER TERRITORY” are located at the 19.150 km at the South end of Hampton.
7. A “LIMIT OF SHUNT” sign is provided at the 18.750 km, rail traffic must be in possession of a Train Order before proceeding past this sign towards the Outer Home signal.
8. All Train Orders for rail traffic proceeding to Hampton must be issued to Station Limits only.
9. All rail traffic approaching Hampton in the up direction must approach this station with caution as shunting operations may be in progress.
10. A siding for loading sulphuric acid and a run around road are located off the main line on the Western side, the main line points are secured by switchlock and are released by EGR Control.
11. A siding for refining nickel is located off the loop line on the Eastern side, the loop line points are secured by switchlock and are released by EGR Control. | 1831 | 16 |
| HANNAN | NON CROSSING STATION | HANNAN
(34km from West Kalgoorlie)
1. This is a Train Order Non Crossing Station.
2. The Station limits signs are located at the 33.500km and 35.500km.
3. Train Order Non Crossing indicated signs are located 500 metres from the Station Limits signs.
4. There are no track side telephone communications provided at this station and all communications to be via radio or mobile telephone network. | 0 | 34 |
| KAMBALDA | CROSSING LOOP 1975 METRES. | KAMBALDA
(54km from West Kalgoorlie)
1. This is a Train Order Crossing Station and also Junction Station for the Redmine branch line.
2. Station Limits signs are erected as follows:
a. 61 metres from the main line facing points for Rail Traffic approaching from West Kalgoorlie.
B. 70 metres from the main line facing points for Rail Traffic approaching from Esperance.
C. 350 metres from the trailing point for the Redmine Branch main for Rail Traffic approaching from Redmine.
3. Train Order Crossing Station indicator signs are erected approximately 500 metres from the Station Limits signs from each direction.
4. Round type point indicators are attached to main line points leading to the Redmine branch and from the loop to refuge siding. Self restoring points and indicators are attached to main line points at both ends and operate in accordance with Procedure 9022 Operation of Self Restoring Points.
5. Train Order Sheds with telephones and battery powered lighting are located at both ends of the Siding.
6. A dead end refuge siding for use by track vehicles with access from the loop at the north end and protected at catch points is provided. Rigid levers are locked with special padlocks with key held by the Supervisor Services Kalgoorlie.
7. To prevent blocking the Goldfields Highway level crossing when crossings are to take place, Up Services must enter the Station first unless ensured a run through. | 1975 | 54 |
| LEFROY | CROSSING LOOP: 1854 METRES | LEFROY
(86km from West Kalgoorlie)
1. This is a Train Order Crossing Station.
2. Station Limit signs are erected:
a. 60 metres from the facing points for Rail Traffic approaching from West Kalgoorlie
b. 1014 metres for Rail Traffic approaching from Esperance.
3. Train Order Crossing Station Indicator signs are erected 500 metres from the Station Limit signs.
4. Self restoring points and indicator are attached to the main points at both ends and operates in accordance with Procedure 9022 Operation of Self Restoring Points.
5. A traffic annex with CDMA telephones are at both ends of the siding.
TRACK VEHICLE REFUGE SIDING
1. A refuge is located off the loop at the south end at the 86.603km with a single entry running from south to north direction.
2. The operation of the refuge points is by way of cheese knob lever with a scotch block fitted to the siding at the clearance point between the loop and refuge.
3. The refuge siding points are clipped and locked with a special padlock for use by on-track vehicles only. Use of the siding by other than track vehicles must be by authorisation of the Supervisor Services Kalgoorlie.
4. For the operation of these points, the Competent Worker in charge of works must obtain the necessary authorisation from South Control for movements to and from the siding and must also ensure that all points are set and locked to the normal position on completion. They are further to advise South Control that the siding has been secured with special padlocks to both the Facing points and Scotch Block before departing the Station. | 1854 | 86 |
| HIGGINSVILLE | CROSSING LOOP: 1858M | HIGGINSVILLE
(126km from West Kalgoorlie)
1. This is a Train Order Crossing Station.
2. Station Limits signs are erected as follows:
a. 1334 metres from the north end facing points
b. 1443 metres from the south end facing points
3. Train Order Crossing Station Indicator signs are erected 500 metres from the Station Limit signs.
4. Self restoring points and indicator are attached to the main line points at both ends and operate in accordance with Procedure 9022 Operation of Self Restoring Points.
5. Train Order sheds with telephones and battery powered lighting are at both ends of the siding.
6. A refuge siding is provided off the loop for the use of Track Vehicles and protected by a scotch block. The points giving access to this siding are secured by Pin and Cotter, and locked with a special padlock. The key is held by the Supervisor Services Kalgoorlie, who will provide it to the Competent Worker in Charge of Track Vehicles as required.
Coolgardie – Esperance Highway Level Crossing (Crossing No. FL130).
1. Standing room of 535 metres is available between the Coolgardie-Esperance Highway Level Crossing and the North end facing points at Higginsville.
2. Extra care must be taken to ensure that Down Rail Traffic waiting to enter station limits and Up Rail Traffic departing from the loop do not cause unnecessary operation of the flashing lights and delays to road traffic. | 1858 | 126 |
| PIONEER | NON CROSSING STATION | PIONEER
(154km from West Kalgoorlie)
1. This is a Train Order Non Crossing Station and is located between Higginsville and Norseman.
2. Station Limits signs are located at the 154 kilometre and the 156 kilometre.
3. Train Order Non Crossing Station Indicator signs are located approximately 500 metres from the Station Limits signs.
4. There are no track-side telephone communications provided at this station and all communication is to be via the Radio or mobile telephone network. | 0 | 154 |
| COWAN | CROSSING LOOP: 1908 METRES | COWAN
(180km from West Kalgoorlie)
1. This is a Train Order Crossing Station.
2. Station Limits signs are erected 50 metres from the facing points in each direction.
3. Train Order Crossing Indicator signs are located 500 metres from the Station Limit signs.
4. Train Order cabins with telephone and battery operated lighting are located at each end of the siding.
5. Self restoring points and indicators are attached to the main line points at each end and operate in accordance with Procedure 9022 Operation of Self Restoring Points. | 1908 | 180 |
| NORSEMAN | REFUSE SIDING 670 METRES. | NORSEMAN
(183km from West Kalgoorlie)
1. This is a Train Order Crossing Station with Limited crossing facilities, as there is access at the north end only.
2. Station Limits signs are erected 2893 metres from the north end trailing points in the south direction and 265 metres from the facing points in the north direction.
3. Train Order Crossing Station indicator signs are erected approximately 550 metres from the Station Limits signs.
4. Round type point indicators are attached to main line points at the north end.
5. Train Order Sheds with telephones and battery powered lighting are located at both ends of the siding.
6. A refuge siding is provided with access gained from the north end.
7. The siding is protected by scotch blocks.
8. Down Services arriving at Norseman must not be stopped at the Station Limits Signs, but admitted direct onto the main line.
Eyre Highway Level Crossing
1. Flashing light warning signals and a push button are provided at this level crossing.
2. A speed restriction of 20kph applies to all Up Rail Traffic movements from the Loop until the locomotive has reached the level crossing.
3. A notice board reading “NO STANDING BEYOND THIS POINT” is erected adjacent to the speed restriction sign.
4. A push-button is provided on the north side of Eyre Highway level crossing to facilitate the correct working of the flashing light warning signals during shunting operations.
Ramsay Street Level Crossing
1. Flashing light warning signals and a push button are provided at this level crossing.
2. A speed restriction sign reading “55kph” is erected north of Ramsay Street level crossing. This restriction applies to all Rail Traffic movements in the Up direction until the locomotive has reached the level crossing. | 670 | 183 |
| DANIELL | CROSSING LOOP: 1898 METRES | DANIELL
(231km from West Kalgoorlie)
1. This is a Train Order Crossing Station.
2. Station Limits signs are erected 600 metres from the facing points at Kalgoorlie end and 1463 metres at the Esperance end.
3. Train Order Crossing Station Indicator signs are erected approximately 500 metres from the Station Limits signs.
4. Train Order Sheds with telephones and battery powered lights are located at both ends of the siding.
5. Self restoring points and point indicators are attached to the main line points at both ends and operate in accordance with Procedure 9022 Operation of Self Restoring Points.
TRACK MACHINE REFUGE SIDING
1. The refuge is located off the Loop at the South End at the loop at the 231.829km with a single entry running from South to North direction.
2. The operation of the Refuge points is by way of cheeseknob lever with a Scotch Block fitted to the siding at the clearance point between the Loop and Refuge.
3. The Refuge Siding points are clipped and locked with a special padlock for use by on-track maintenance machines only. Use of the siding by other than the above must be by authorisation of the Office of the Supervisor Services Kalgoorlie.
4. For the operation of these points the Competent Worker in charge of works must obtain the necessary authorisation from South Control for movements to and from the siding and must also ensure that all points are set and locked to the normal position on completion. They are further to advise South Control that the siding has been secured with special padlocks to both the Facing points and Scotch Block before departing the Station. | 1898 | 231 |
| BEETE | NON CROSSING STATION | BEETE
(247km from West Kalgoorlie)
1. This is a Train Order NON Crossing Station.
2. Station Limits signs are erected at the 246 km and 248 km pegs.
3. Train Order Non Crossing Station indicator signs are erected approximately 500 metres from the Station Limits signs.
4. A Train Order telephone shed with battery power lighting is provided on the Up side of the main line midway between the Station Limits signs. | 0 | 246 |
| SALMON GUMS | CROSSING LOOP 1856 METRES. | SALMON GUMS
(281km from West Kalgoorlie)
1. This is a Train Order Crossing Station.
2. Station Limits signs are erected as follows:
a. 1490 metres from the main line facing points for Rail Traffic approaching from Esperance.
b. 50 metres from the main line facing points for Rail Traffic approaching from Kambalda.
3. Train Order Crossing Station indicator signs are erected approximately 500 metres from the Station Limits signs.
4. Self Restoring points and indicator are attached to the main line points at both ends and operate in accordance with Procedure 9022 Operation of Self Restoring Points.
5. Telephones and electric lighting are provided in the Train Order cabin located midway down the siding and in Train Order cabins at both ends.
6. Special care must be exercised when Rail Traffic cross at Salmon Gums as the station is approached in the Down direction by a sharp curve.
7. A crossing loop, public siding and a CBH siding are provided.
8. The public siding and the CBH siding are accessed from the Loop and are protected at each end by scotch blocks.
9. When shunting movements are carried out off the Main Line into the Loop or C.B.H. sidings the points will self restore when the last vehicle of the portion being shunted passes beyond the notice board inscribed “No Standing Beyond this Point.”
9.1 When returning to the main line from the Loop or CBH Sidings, the locomotive or leading vehicle (if propelling vehicles) must be brought to a stand at the notice board inscribed “No Standing Beyond this Point” and the person in charge of the shunting movement must then operate the press button in the press button case to set the main line points and catch points to reverse.
9.2 The shunt movement will then be set for a movement out onto the main line. | 1856 | 281 |
| GRASS PATCH | CROSSING LOOP 1846 METRES | GRASS PATCH
(308km from West Kalgoorlie)
1. This is a Train Order Crossing Station with limited crossing facilities and is provided to service the CBH Bin.
2. Station Limits signs are erected:
a. 984 metres from the main line facing points for Rail Traffic approaching from West Kalgoorlie,
b. 1500 metres from the main line facing points for Rail Traffic approaching from Esperance.
3. Train Order Crossing Station indicator signs are erected approximately 500 metres from the Station Limits signs.
4. Self restoring points and indicator are attached to the main line points at both ends and operate in accordance with Procedure 9022 Operation of Self Restoring Points.
5. Telephone and battery powered lighting are provided in the Train Order Sheds located at both ends of the siding.
6. The siding is protected at each end by catchpoints.
7. Willis Street crossing situated at 308.136 km in yard MUST NOT BE blocked by Rail Traffic standing on main line or CBH siding and is to be kept clear at all times.
TRACK MACHINE REFUGE SIDING
1. The refuge is located off the CBH siding at north end Grass Patch Station at the 307.200 km with a single entry running from south to north direction.
2. The operation of the refuge points is by way of cheese knob lever with a scotch block fitted to the siding at the clearance point between the loop and refuge.
3. The refuge siding points are clamped and locked with a special padlock for use by on-track maintenance machines only. Use of the siding by other than the above must be by authorisation of the Office of the Regional Lead Kalgoorlie.
4. For the operation of these points the Competent Worker in charge of works must obtain the necessary authorisation from South Control for movements to and from the siding and must also ensure that all points are set and locked to the normal position on completion. They are further to advise South Control that the siding has been secured with special padlocks to both the facing points and scotch block before departing the station. | 1846 | 308 |
| SCADDAN | CROSSING LOOP: 1856 METRES | SCADDAN
(334km from West Kalgoorlie)
1. This is a Train Order Crossing Station.
2. Station Limits signs are erected 365 metres from the facing points for Rail Traffic approaching from West Kalgoorlie and 1135 metres for Rail Traffic approaching from Esperance.
3. Train Order Crossing Station indicator signs are located 500 metres from the Station Limits signs.
4. A Train Order Cabin with telephone is provided at both ends of the siding.
5. Self restoring points and indicators are attached to the main line points at both ends and operate in accordance with Procedure 9022 Operation of Self Restoring Points.
TRACK MACHINE REFUGE SIDING
1. The refuge is located off the loop at north end Scaddan Station at the 334.02 1/2 telephone pole with a single entry running from south to north.
2. The operation of the refuge points is by way of cheeseknob lever with a scotch block fitted to the siding at the clearance point between the loop and refuge siding.
3. The refuge siding points are clipped and locked with a special padlock for use by on-track maintenance machines only. Use of the siding by other than the above must be by authorisation of the Office of the Supervisor Services Kalgoorlie.
4. For the operation of these points the Competent Worker in charge of works must obtain the necessary authorisation from South Control for movements to and from the siding and must also ensure that all points are set and locked to the normal position on completion. They are further to advise South Control that the siding has been secured with special padlocks to both the Facing points and Scotch Block before departing the Station. | 1856 | 334 |
| FLEMING | FLEMING | FLEMING
(347km from West Kalgoorlie)
1. This is a Train Order NON Crossing Station.
2. Station Limits signs are erected at the 347 km and 349 km pegs.
3. Train Order Non Crossing Station indicator signs are erected approximately 500 metres from the Station Limits signs.
4. A Train Order telephone shed with battery operated lighting is provided on the Down side of the track adjacent to telephone pole 347.08. | 0 | 347 |
| GIBSON | CROSSING LOOP 1850 METRES | GIBSON
(366km from West Kalgoorlie)
1. This is a Train Order Crossing Station.
2. Station Limits signs are located:
a. 250 metres from the facing points for Rail Traffic approaching from West Kalgoorlie,
b. 166 metres for Rail Traffic approaching from Esperance.
3. Train Order Crossing Station indicator signs are erected 500 metres from Station Limit signs.
4. Train Order Cabins with telephones and electric lighting are provided at both ends of the loop.
5. Self restoring points and indicators are attached to the main line points at each end and operate in accordance with Procedure 9022 Operation of Self Restoring Points. | 1850 | 366 |
| ESPERANCE | CROSSING LOOP: 1440M | ESPERANCE
(383km from West Kalgoorlie)
1. This is a Train Order Crossing Station and terminus of the Esperance Branch line.
2. The Station Limits sign is erected approximately 1520 metres from the first set of main line facing points for rail traffic approaching from Kambalda.
3. Train Order Crossing Station indicator signs are erected approximately 500 metres from the Station Limits sign.
4. Round type point indicators are attached to all main line points except the spur line providing access to the Industrial area, which are fitted with a Square Type Points indicator.
5. The working of Rail Traffic on the Main Line inside Station Limits Esperance is under the control of EGR Network Control.
Esperance Operational Guidelines
1. Overview
1.1 The Main Line at Esperance from the Station Limits sign through to the Esperance Port and the Shell road to and including the Viva siding will be controlled by Arc Infrastructure’s Network Control. This main line is divided into four (4) sections:
a) North End (the section from the station limits sign through to the stop sign at the north end of the Esperance yard);
b) Main Line (the section of main line between the North End stop signs and South End stop signs);
c) South End (the section from the stop signs at the South End of the Yard to the stop sign at Port North); and
d) Port North (the section from the stop signs at Port North to the stop sign at the Esperance Port).
1.2 Signs are in place that read “STOP Do not pass this point without authority from the Network Controller” and contain contact information for Network Control. These signs are placed at the entry points to the main line at Esperance Yard and Esperance Port and are the boundaries for sections as stated in 1.1 above.
1.3. The boundaries for the Shell Road and Viva siding are the fouling point of the Main Line and Harbour Road level crossing.
1.4 Access to these sections is only with permission from Network Control and only one occupation of a section is permitted at a time, with the exception of the Shell road the Network Controller may give permission for dual occupancy on the Shell road where track works (using a Work on Track Authority) is required between No. 5 points and Harbour road, provided:
a) No rail traffic is in the Viva siding and rail traffic has cleared the Shell road,
b) No. 5 points are clipped to reverse (set into the Aurizon yard), and
c) as required, Aurizon has given approval for No. 5 points to be clipped.
1.4.1 Permission to occupy may be granted for any or all section(s) at the discretion of Network Control and the occupier must inform Network Control immediately the section has been cleared.
1.4.2. When permission has been granted for multiple sections for a through movement, the occupier must inform Network Control immediately each section is cleared.
1.4.3. When permission has been granted to occupy a section, other sections may not be occupied without permission of Network Control.
1.5. Network Control must endorse the Network Control Diagram on each occasion that permission is granted for occupancy.
2. Safety
2.1. Arc Infrastructure has responsibility for controlling all Rail Traffic, shunting and occupancies over the Main Line at Esperance to which accredited Rail Operators have access.
2.2. Any Operator that requires access to the Esperance Main Line must make their request to Network Control on radio channel UHF 104, or where radio is unavailable on Phone No 9274 9757.
2.3. Requests for occupancy must include the section, anticipated time and reason of occupancy.
2.4. Network Control will grant occupation and permission to pass stop signs when each of the following has been addressed:
2.4.1. No conflict will occur to Rail Traffic services or Work on Track Authorities.
2.4.2. The location of any shunting in the area has been addressed.
2.4.3. Any preceding Rail Traffic movement has cleared the section concerned.
2.4.4. There are no opposing movements or Work on Track Authorities.
2.5. Conflicting request for track occupancy will be dealt with in order of priority as determined by Network Control or by referral to Arc Infrastructure.
2.6. Accredited persons requesting track occupancy are responsible for the accuracy of the information transmitted to Network Control.
2.7. All points on the Main Line, when not being used, must left set for through movements on the Main Line and Network Control must be informed when points have been reset for the Main Line after each use.
Pink Lake Road Level Crossing
1. Flashing light warning signals and boom gates are provided at this level crossing.
2. Rail traffic movements in the down direction must come to a halt at the Driver Indicator 80 metres from the crossing. To proceed over the crossing the flashing lights are activated either by keying in radio code 246 or pressing the start push button on the indicator mast. Twenty-five seconds after the crossing has become activated the indicator will display a yellow indication and the Rail Traffic can proceed.
3. A stop button is mounted on the indicator mast and will stop the lights flashing 60 seconds after the button is pressed.
4. Shunting Rail Traffic departing Esperance yard must stop on Pink Lake Road before shunting back into the yard.
5. Shunting Rail Traffic proceeding beyond the crossing must clear the up approach warning boards 180 metres from the crossing before shunting back towards the crossing to ensure that the crossing warning will re-activate. | 1440 | 383 |
| ESPERANCE WHARF PORTMAN ORE | IRON ORE SERVICE TIPPLER UNLOADING POINT FOR PORTMAN MINING | | 0 | 384 |
| KALGOORLIE | KALGOORLIE PASSENGER MAIN 776 MTRS. KALGOORLIE PLATFORM 526 MTRS | KALGOORLIE
(655 KM from East Perth Terminal)
1. This station is the junction and Train Order Station for the Esperance and Leonora Railway and also serves as a junction for trains to and from Parkeston and also includes the sub location of West Kalgoorlie.
2. The signalling and interlocking for this location is operated from EGR Network Control for the sections Kalgoorlie to Hampton.
3. The Hampton Ballast siding between Kalgoorlie and Hampton is operated as an Electric Switchlocked siding with access at either end.
4. The sections Hampton to Kalgoorlie are operated under the Rules applicable to Centralised Traffic Control (Single Line).
5. The sections Kalgoorlie to Leonora are operated under the Rules applicable to Train Order Working operated by South Control.
6. The section Kalgoorlie to Parkeston is operated under the ARTC Rules applicable to Train Orders, refer to Network Safeworking Rules and Procedures Rule No. 1001 3.4 for instructions on movement of Rail Traffic between Kalgoorlie and Parkeston.
NOTE - Out of gauge loading is not to be permitted to travel via the Passenger Main.
7. Reflectorised Yellow notice signs with black lettering inscribed:
"END OF TRAIN ORDER TERRITORY" and "COMMENCEMENT OF TRAIN ORDER TERRITORY" are erected adjacent to No.94 Outer Controlled Absolute Signal.
8. Due to the steep descending grade between No 94 Up and No 90 Up Controlled Absolute signals. The Network Controller is to maintain No 94 Up Controlled Absolute `signal at STOP until No Up 90 Controlled Absolute signal can be placed at proceed to prevent Rail Traffic coming to a stand at No 90 Up Controlled Absolute signal.
9. Rail Traffic proceeding from Kalgoorlie to Leonora are to be held at Kalgoorlie until a "Proceed” indication has been obtained on No. 84a Down Directing Signal at Kalgoorlie.
10. Shunting from the Rail Car Dock over No.79 points towards the Dead End is not permitted as this move will operate the flashing light warning signals at Chappel Street level crossing.
11. A notice sign displaying “COMMENCEMENT OF PTA TERRITORY” is erected adjacent to No 76 Ground Shunt Signal for Railcars entering the Toilet Road and “END OF PTA TERRITORY” when leaving the Toilet Road. No. 10 Little David Points (that previously provided access to the Locomotive Depot) are clamped and locked for the Dead End. No Rail Traffic is to be admitted into the PTA Toilet / Inspection Road through No 75 Points without prior arrangements being made with the PTA.
Gateacre Street level Crossing
1. Flashing light warning signals, bells and half boomgates are provided at this level crossing.
Throssell Street Level Crossing
1. Flashing light warning signals, bells and half boomgates are provided at this level crossing.
Chapple Street Level Crossing
1. Flashing light warning signals, bells and half boomgates are provided at this level crossing.
2. For Down Rail Traffic the flashing light warning signals will commence to operate provided No.74 Down Controlled Absolute Signal is at "Proceed".
3. For a Down Rail Traffic from PTA Toilet / Inspection Road the flashing light warning signals will commence to operate provided No. 76 Shunt Signal is at "Proceed".
4. For Up Rail Traffic from the Freight Main the flashing light warning signals will commence to operate provided No.78 Up Controlled Absolute Signal is at "Proceed".
5. For an Up train from the Passenger Main the flashing light warning signals will commence to operate provided No.80 Up Controlled Absolute Signal is at "Proceed".
6. For an Up train from the Railcar Dock the flashing light warning signals will commence to operate provided No.82 Up Controlled Absolute Signal is at "Proceed".
7. In the event of it being necessary to authorise Rail Traffic to pass No.74 Down Controlled Absolute Signal or No.76 Shunt Signal or No.78 or No.80 or No.82 Up Controlled Absolute Signal at the STOP aspect, due to a signal failure or other cause, definite instructions must be given by the Network Controller to the Rail Traffic Crew not to proceed over the Chapple Street Level Crossing until satisfied the boomgates are properly lowered. To ensure this, it will be necessary for the Rail Traffic Crew, on being authorised to pass the signal at STOP, to move forward until the leading end of the Rail Traffic has passed the signal and then again stop to allow sufficient time for the boomgates to be lowered.
SUTHERLAND STREET LEVEL CROSSING (FL408)
1. Flashing light warning signals are provided at this level crossing.
2. For Up Rail Traffic the flashing light warning signals will commence to operate provided No.96 Up Controlled Absolute Signal is at “Proceed”.
3. In the event of it being necessary to authorise Rail Traffic to pass No.96 Up Controlled Absolute Signal at Kalgoorlie at the STOP aspect, due to a signal failure or other cause, definite instructions must be given by the Network Controller to the Rail Traffic Crew not to proceed over the Sutherland Street Level Crossing until satisfied the flashing light warning signals are operating correctly. To ensure this, it will be necessary for the Rail Traffic Crew, on being authorised to pass the signal at STOP, to move forward until the leading end of the Rail Traffic has passed the signal and then again stop to allow sufficient time for the flashing light warning signals to operate and road vehicles to have stopped. | 776 | 655 |
| BROAD ARROW | NON CROSSING STATION | BROAD ARROW
(35km from Kalgoorlie)
1. This is a Train Order NON Crossing Station.
2. Station Limits signs are erected at the 34.80km and 35.90km pegs.
3. Train Order Non Crossing Station indicator signs are erected approximately 500 metres from the Station Limits signs.
4. A Train Order shed with telephone and battery powered lighting is provided on the Up side of the track, midway between the Station Limits signs. | 0 | 35 |
| SCOTIA | CROSSING LOOP 688 METRES. | SCOTIA
(66 km from Kalgoorlie)
1. This is a Train Order Crossing Station.
2. Station Limit signs are erected 1000 metres from the main line facing points at each end.
3. Train Order Crossing Station Indicator v are erected approximately 500 m from the Station Limit signs.
4. Train Order cabins are provided at each end of the siding.
5. A crossing loop is provided.
6. Loaded Ore services must always take the Main line at this location.
7. Track machine refuge siding is provided off the loop at the north end and is secured by Perway lock held by the Supervisor Service Kalgoorlie. | 688 | 66 |
| GOONGARRIE | NON CROSSING STATION | GOONGARRIE
(88km from Kalgoorlie)
1. This is a Train Order Non Crossing Station.
2. Station Limits signs are erected at the 87.500km and 88.500km pegs.
3. Train Order Non Crossing Station indicator signs are erected approximately 500 metres from the Station Limits signs.
4. A Train Order shed with telephone and battery powered lighting is provided on the Up side of the track midway between the Station Limits signs. | 0 | 88 |
| DONEY | NON CROSSING STATION | DONEY
(114km from Kalgoorlie)
1. This is a Train Order Non Crossing Station.
2. Station Limits signs are located at the 113.500 km and the 114.500 km peg.
3. Train Order Non Crossing Station Indicator signs are located approximately 500 metres from the Station Limits signs.
4. There are no track-side telephone communications provided at this station and all communication is to be via the on board communications. | 0 | 114 |
| MENZIES | CROSSING LOOP 640 METRES. | MENZIES
(130km from Kalgoorlie)
1. This is a Train Order Crossing Station.
2. Station Limits signs are erected 50 metres from the main line facing points in each direction.
3. Train Order Crossing Station indicator signs are erected approximately 500 metres from the Station Limits signs.
4. Round type point indicators are attached to all main line points.
5. A Train Order cabin with telephone and battery powered lighting is provided on the north end of the station platform adjacent to telephone pole 129.09 on the Down side of the main line. A second Train Order cabin is located on the down side of the main line at the south end.
6. A siding, access to which is provided from the loop, is protected at each end by derailers.
7. Access to the Back Road is NOT PERMITTED to "L" class locomotives and or WN wagons loaded to 23 tonne axle load.
8.Loaded ore services must always take the Main Line at this location. | 640 | 130 |
| MYAMIN | NON CROSSING STATION | MYAMIN
(158km from Kalgoorlie)
1. This is a train order Non-Crossing Station.
2. Station Limits signs are located at the 158 km and the 159 km pegs.
3. Train Order Non Crossing Station Indicator signs are located approximately 500 metres from the Station Limits signs.
4. There are no track-side telephone communications provided at this station and all communication is to be via the on board communication. | 0 | 158 |
| KOOKYNIE | KOOKYNIE | KOOKYNIE
(191km from Kalgoorlie)
1. This is a Train Order Crossing Station with limited crossing facilities (restricted to a refuge siding deadend).
2. Station Limits signs are erected at the 190.000 km and 191.000 km pegs.
3. Train Order Crossing Station indicator signs are erected approximately 500 metres from the Station Limits signs.
4. A Train Order shed with telephone and battery powered lighting is provided on the Up side of the track midway between the Station Limits signs.
5. A refuge siding is provided for track machines and is protected with a derailer. This siding is spiked and clipped out of use. | 0 | 191 |
| MELITA | NON CROSSING STATION | MELITA
(210km from Kalgoorlie)
1. This is a Train Order Non Crossing Station and is located between Kookynie and Malcolm.
2. Station Limits Signs are located at the 210 kilometre and the 211 kilometre.
3. Train Order Non Crossing Station Indicator Signs are located 550 metres from the Station Limits Signs at each end.
4. There are no track-side telephone communications provided at this station and all communication is to be via the mobile telephone or radio network. | 0 | 210 |
| MALCOLM | Siding for Minara Project | MALCOLM
(236 km from Kalgoorlie)
1. This is a Train Order Crossing Station with limited crossing facilities only. Crossings should be restricted to the back road provided there are no wagons left on it.
2. Station Limits signs are erected 1000 metres from the main line facing points in each direction.
3. Train Order Crossing Station indicator signs are erected approximately 500 metres from the Station Limits signs.
4. Round type point indicators are attached to all main line points.
5. A Train Order shed is provided between the main line and middle road.
6. Communication by radio to the Network Controller is possible from this station.
7. Both the north and south end of the station yard is protected by catchpoints.
8. The Middle Road is protected by scotch blocks. | 750 | 236 |
| LEONORA | CROSSING STATION | LEONORA
(259km from Kalgoorlie)
1. This is a Train Order Crossing Station and terminus station for the Leonora Branch.
2. Station Limits signs are erected 1000 metres from the main line facing points providing access to the triangle.
3. A Train Order Crossing Station indicator sign is located approximately 500 metres from the Station Limits signs.
4. Special care must be exercised when Rail Traffic cross at Leonora due to the distance and restricted vision between the triangle and station yard.
5. Round type point indicators are attached to the points providing access to the triangle and the first set of facing points in the station yard. Square type point indicators are attached to the crossovers from the nickel main and nickel siding.
6. Telephone communication and electric lighting are provided at the Barracks and a Train Order shed with telephone and battery powered lighting is provided adjacent the facing points to the oil siding.
7. A loop is provided and protected by scotch blocks at each end.
8. Scotch blocks are provided on the oil siding, nickel siding and Cosmos siding.
Leonora Operational Guidelines
1. Overview
1.1 The sections of line at Leonora from the Station Limits sign through to the Leonora dead end will be controlled by Arc Infrastructure’s Network Control. These lines are divided into seven (7) sections:
a) South End (the section from the station limits sign through to the stop signs (259.200km) on the southern side of the Rajah Street level crossing);
b) Leonora Main (the section of line from the stop signs (259.200km) on the southern side of the Rajah Street level crossing to the stop signs located at the southern end fouling point between the Nickel Main and the Nickel Siding)
c) Nickel Main (the section of line between the stop signs located at the southern end fouling point of the Nickel main and the Nickel Siding, to No 10 points);
d) North End (the section of line from No 13 points to the dead end;
e) Nickel Siding (the section from the stop sign located at the fouling point between the Nickel Main and the Nickel Siding to the No 11 points).
F) Crossover (the sections of line between No.10 and 13 points and the fouling point for No 11 and 12 points)
h) Hard Stand Road (the section from the stop signs located at the fouling point of No 12 points to the Nickel Main and to the stop sign located at the fouling of No 14 points to the North End).
1.2 Signs are in place that read “STOP Do not pass this point without authority from the Network Controller” and contain contact information for Network Control. These signs are placed at the entry points to the sections of line at Leonora and are the boundaries for sections as stated in 1.1 above.
1.3. The boundaries for the Nickel Siding is the fouling point at the south end to the Nickel Main and No 12 points. The boundaries for the Hardstand Road is the fouling point at No 12 points and the fouling point at No 14 points.
1.4 Access to these sections is only with permission from Network Control and only one occupation of a section is permitted at a time.
1.4.1 Permission to occupy may be granted for any or all section(s) at the discretion of Network Control and the occupier must inform Network Control immediately the section has been cleared.
1.4.2. When permission has been granted for multiple sections for a through movement, the occupier must inform Network Control immediately each section is cleared.
1.4.3. When permission has been granted to occupy a section, other sections may not be occupied without permission of Network Control.
1.4.4. Permission given for sections either side of the Crossover includes permission for the Crossover connecting those sections.
1.5. Network Control must endorse the Network Control Diagram on each occasion that permission is granted for occupancy.
2. Safety
2.1. Arc Infrastructure has responsibility for controlling all Rail Traffic, shunting and occupancies over the lines within Leonora Station Limits to which accredited Rail Operators have access.
2.2. Any Operator that requires access to the Leonora must make their request to Network Control on radio channel UHF 51, or where radio is unavailable on Phone No 9274 9770.
2.3. Requests for occupancy must include the section, anticipated time and reason of occupancy.
2.4. Network Control will grant occupation and permission to pass stop signs when each of the following has been addressed:
2.4.1. No conflict will occur to Rail Traffic services or Work on Track Authorities.
2.4.2. The location of any shunting in the area has been addressed.
2.4.3. Any preceding Rail Traffic movement has cleared the section concerned.
2.4.4. There are no opposing movements or Work on Track Authorities.
2.5. Conflicting request for track occupancy will be dealt with in order of priority as determined by Network Control or by referral to Arc Infrastructure.
2.6. Accredited persons requesting track occupancy are responsible for the accuracy of the information transmitted to Network Control.
2.7. All points in Leonora must be left set in normal position and Network Control must be informed when points have been reset to normal after each use.
2.8. Rail traffic that is to be stabled on the Triangle or Loop must advise Network Control when that rail traffic has been secured and point are restored to normal. | 0 | 259 |
| KAMBALDA | CROSSING LOOP 1975 METRES. | KAMBALDA
(54km from West Kalgoorlie)
1. This is a Train Order Crossing Station and also Junction Station for the Redmine branch line.
2. Station Limits signs are erected as follows:
a. 61 metres from the main line facing points for Rail Traffic approaching from West Kalgoorlie.
B. 70 metres from the main line facing points for Rail Traffic approaching from Esperance.
C. 350 metres from the trailing point for the Redmine Branch main for Rail Traffic approaching from Redmine.
3. Train Order Crossing Station indicator signs are erected approximately 500 metres from the Station Limits signs from each direction.
4. Round type point indicators are attached to main line points leading to the Redmine branch and from the loop to refuge siding. Self restoring points and indicators are attached to main line points at both ends and operate in accordance with Procedure 9022 Operation of Self Restoring Points.
5. Train Order Sheds with telephones and battery powered lighting are located at both ends of the Siding.
6. A dead end refuge siding for use by track vehicles with access from the loop at the north end and protected at catch points is provided. Rigid levers are locked with special padlocks with key held by the Supervisor Services Kalgoorlie.
7. To prevent blocking the Goldfields Highway level crossing when crossings are to take place, Up Services must enter the Station first unless ensured a run through. | 1975 | 54 |
| REDMINE | Terminal Station | REDMINE
(7km from Kambalda)
1. This is a Train Order Crossing Station and Terminus Station for the Redmine Branch line. The Facing Points are fitted with Pin & Cotter and locked normal for the loading road.
2. Station Limits signs are erected 250 metres from the main line facing points for Rail Traffic approaching from Kambalda.
3. Train Order Crossing Station indicator signs are erected approximately 500 metres from the Station Limits signs.
4. A Round type point indicator is attached to the first set of main line facing points.
5. Telephones and battery powered lighting are provided.
6. The Weighbridge Road and Loading Road must be left clear at all times.
7. The Caustic unloading siding and the siding leading to the ramp and to Brambles are protected by scotch blocks. | 0 | 62 |
| NARROGIN | YILLIMINNING MAIN 760 MTRS. ALBANY MAIN 736 MTRS | NARROGIN
1. This is a Train Order Crossing Station and the junction for the branch line to Yilliminning.
2. Station Limits signs are erected as follows:
a. For Rail Traffic approaching from Yilliminning - 1065 metres from the facing points of the crossover to the Wagin main line.
b. For Rail Traffic approaching from Wagin - 1430 metres from the trailing point of the Yilliminning main line crossover.
c. For Rail Traffic approaching from York - 350 metres north of the main line points which provide access to the CBH Siding.
3. Train Order Crossing Station indicator signs are erected approximately 500 metres from the Station Limits signs.
4. Self-restoring points and indicators, as described in Arc Infrastructure's Network Safeworking Rules and Procedures 9022 Operation of Self Restoring Points, are provided from the Yilliminning main line to the Albany main line at the northern end of Narrogin and are clamped and locked for the Albany main.
5. All other main line points are provided with ordinary type point indicators and rigid levers.
6. Telephone cabins with battery operated lighting are provided at the North and South ends.
7. No 10 and 11 points at the south end providing access from the Albany main to the Yilliminning section are clamped and locked for the Albany line
Clayton Road Level Crossing (No. 46)
1. Flashing light warning signals, bells and half boom gates are provided at this level crossing.
2. A notice board is erected adjacent to the 15km/h speed restriction signs in the Up direction and reads as follows:
"NO STANDING BETWEEN THIS POINT AND THE LEVEL CROSSING"
3. For all Rail Traffic movements over the level crossing the crossing will recover automatically when the whole of the Rail Traffic has passed over the level crossing.
4. During the shunting operations Rail Traffic requiring to set back after activating the crossing must first clear past the level crossing Speed Restriction signs.
Herald Street Level Crossing (No. 142)
1. Flashing light warning signals, bells and half boom gates are provided at this level crossing.
2. This is a 2 track level crossing.
3. Drivers Proceed Indicators are provided at this level crossing.
4. Drivers Proceed Indicators numbers 1 and 2 are installed on the Albany main line with radio controls. Driver's Proceed Indicator No.1 is for the Down approach and Drivers Proceed Indicator No.2 is for the Up approach.
5. Driver's Proceed Indicators numbers 3 and 4 are installed on the Yilliminning main line with radio controls. Driver's Proceed Indicator No.3 for the Down approach and Driver's Proceed Indicator No.4 is for the Up approach.
6. Rail Traffic must not pass a Driver's Proceed Indicator displaying a red indication. All Rail Traffic requiring to proceed over the level crossing must stop at a Driver's Proceed Indicator displaying a red indication, activate the level crossing flashing lights and the proceed past the Driver's Proceed Indicator only when a yellow indication is displayed. On activation of the flashing lights, a delay between 10-25 seconds will pass before the yellow indication is displayed on the Driver's Proceed Indicators.
7. Rail Traffic on either of the main lines approaching the level crossing will normally automatically activate the flashing light warning signals and the Driver's Proceed Indicator will show a yellow indication. If a main line Driver Proceed Indicator does not immediately change to a yellow indication on approach to the crossing, drivers should be prepared to stop at the red indication and activate the level crossing controls by using radio or push button.
8. Trains on the loop line approaching the level crossing will normally automatically activate the flashing light warning signals and the Driver's Proceed Indicator will show a yellow indication. If the Sriver's Proceed Indicator does not immediately change to a yellow indication on approach to the crossing, drivers should be prepared to stop at the red indication and activate the level crossing controls by using radio or push button.
9. A notice board is erected adjacent to the 20kmph restriction signs in the Up direction and reads as follows:
"NO STANDING BETWEEN THIS POINT AND THE LEVEL CROSSING"
10. To activate the flashing lights (after they have been deactivated) for trains approaching the level crossing on either main line either the start button mountedon the Driver's Proceed Indicator or the radio signal must be used.
11. The manual push button mounted on each Driver's Proceed Indicator comprises of a pair of start/stop buttons. The start button is to be pressed to ativate the flashing lights.
12. The stop button is to be pressed only if the flashing lights have been activated and require to be deactivated because the train will not proceed across the level crossing, on either of the main lines or on the loop line. Once pressed the Driver's Proceed Indicators will immediately display a red indication and the flashing lights will continue to flash for 60 seconds before extinguishing
13.The radio signal is transmitted via the locomotives UHF radio keypad by keying in the site activation number. The activationg number is 135 for the Yilliminning main line and 148 for the Albany main line.
14. There are two flag attendant manual switches. One is mounted on the side of the equipment case at the level crossing and another one is mounted diagonally opposite the level crossing on a post. Either can be used to activate the level crossing flashing lights. To deactivate the flashing lights the manual switch is required to be turned to be turned to it's "off" position.
15. in the event of a system failure where the Driver's Proceed Indicator is not illuminated or fails to give a yellow indication, the level crossing is to be protected by a flag attendant. Such failures are to be reported to Train Control at the first practical opportunity.
16. For all movements over the level crossing the crossing will recover automatically when the whole of the train has passed over the level crossing.
Pioneer Drive Level Crossing (No. 1021)
1. Flashing light warning signals, bells and half boom gates are provided at this level crossing.
2. This is a 2 track level crossing. | 736 | 176 |
| YILLIMINNING | CROSSING LOOP 374 METRES | YILLIMINNING
1. This is a Train Order Crossing Station and Junction for the Corrigin and Kondinin Branch lines.
2. Station Limits signs are erected as follows:-
a. 428 metres from the main line facing points for Down Rail Traffic approaching from Narrogin.
b. 70 metres from the fouling point between the Kondinin and Corrigin Branch line crossover for Rail Traffic approaching from both the Corrigin and Kondinin Branch lines.
3. Train Order Crossing Station indicator signs are erected approximately 500 metres from the Station Limits signs.
4. Round type point indicators are attached to the main line crossover at the Eastern End, and will be found set for the passage of the last Rail Traffic.
5. A half red half green junction indicator is attached to the main line points at the Narrogin end, and will be found set for the passage of the last Rail Traffic.
6. Telephone communication and battery powered lighting are provided in a telephone cabin located between the two main lines.
7. Lock on / Lock off scotch blocks are provided on the Bruce Rock Up and Down main with the normal position being in the Lock off. | 374 | 23 |
| WICKEPIN | CROSSING LOOP 520 MTRS.. CBH SDG. DRIFT UP DIRECTION. | WICKEPIN
1. This is a Train Order Crossing Station with limited crossing facilities.
2. Station Limits signs are erected as follows:-
a. 1000 metres from the main line facing points for Rail Traffic approaching from Yilliminning.
b. 1000 metres from the outermost set of facing points for Rail Traffic approaching from Corrigin.
3. Train Order Crossing Station indicator signs are erected approximately 500 metres from the Station Limits signs.
4. Round type point indicators are attached to all main line points.
5. Telephone communication is provided in the Train Order Cabin.
6. "lock On/Lock Off" scotchblocks are provided on the Loop with normal position being in the "Lock Off".
7. The CBH siding is accessed from the Western End of Loop and is protected by scotchblocks on the CBH side of level crossing.
Wickepin Street Level Crossing (No. 122)
1. Flashing light warning signals and push buttons are provided at this level crossing.
2. Push buttons are provided either side of the level crossing.
3. When it is necessary to proceed over the level crossing towards the CBH siding the push button must be operated to start the flashing light warning signals.
4. When the last vehicle has passed completely over the level crossing the push button must again be operated to extinguish the flashing light warning signals. | 520 | 43 |
| YEALERING | CBH SDG. DRIFT UP DIRECTION. | YEALERING
1. This is a Train Order Crossing Station.
2. The CBH siding is also used as the crossing loop and is protected by scotchblocks.
3. Station Limits signs are erected as follows:-
a. 1000 metres from the facing points for Rail Traffic approaching from Corrigin.
b. 1000 metres from the facing points for Rail Traffic approaching from Narrogin.
4. Train Order Crossing Station indicator signs are erected approximately 500 metres from the Station Limits signs.
5. Round type point indicators are attached to all main line points.
6. Telephone communications and battery powered lighting are provided. | 585 | 68 |
| BULLARING | CBH SDG, DRIFT UP DIRECTION. | BULLARING
(84km from Narrogin)
1. This is a Train Order Non Crossing Station with limited crossing facilities.
2. Station Limits signs are erected 500 metres from the facing points in each direction.
3. Train Order Non Crossing Station indicator signs are erected approximately 500 metres from the Station Limits signs.
4. Round type point indicators are attached to all main line points which are clipped for the main line.
5. Telephone communication and battery powered lighting is provided in the telephone cabin. | 578 | 84 |
| CORRIGIN | CROSSING LOOP 336 MTRS, CBH SDG. DRIFT DOWN DIRECTION | CORRIGIN
(108km from Narrogin)
1. This is a Train Order Crossing Station.
2. The CBH Siding is within Station Limits of Corrigin.
3. Station Limits signs are erected as follows:
a. 120 metres from the main line points providing access to the CBH siding for Rail Traffic approaching from Yilliminning.
b. 386 metres from the outermost set of facing points for Rail Traffic approaching from Bruce Rock.
4. Train Order Crossing Station indicator signs are erected approximately 500 metres from the Station Limits signs.
5. Round type point indicators are attached to all main line points.
6. Telephone communication and battery lighting are provided in a cabin on the platform.
7. The loop is protected by scotchblocks and CBH by catchpoints.
Kunjin Street Level Crossing
1. Flashing light warning signals and push buttons are provided at this level crossing.
2. Push buttons are provided either side of the level crossing.
3. When it is necessary to proceed over the level crossing towards the CBH siding the push button must be operated to start the flashing light warning signals.
4. When the last vehicle has passed completely over the level crossing the push button must again be operated to extinguish the flashing light warning signals. | 336 | 108 |
| AINSWORTH | CBH SDG. DRIFT DOWN DIRECTION | AINSWORTH
(130km from Narrogin)
1. This is a Train Order Crossing Station with limited crossing facilities.
2. Station Limits signs are erected 500 metres from the facing points in each direction.
3. Train Order Crossing Station indicator signs are erected approximately 500 metres from the Station Limits signs.
4. Round point indicators are attached to all main line points.
5. A CBH siding protected by scotchblocks at each end and accessed by a K crossover is provided.
6. A cabin with telephone and battery operated lighting is provided. | 86 | 130 |
| ARDATH | CBH SDG. 400 MTRS MTRS. DRIFT UP DIRECTION. | ARDATH
(149km from Narrogin)
1. This is a Train Order Crossing Station with limited crossing facilities. There is no Up direction points from the CBH siding.
2. 2. Station Limits signs are erected as follows:
a. 500 metres from the facing points at the Bruce Rock end of the station.
b. 500 metres from the clearance board to the points providing access to the CBH Siding at the Corrigin end of the station.
3. Train Order Crossing Station indicator signs are erected approximately 500 metres from the Station Limits signs.
4. Round point indicators are attached to all main line points.
5. A CBH siding protected by scotchblocks at each end is provided.
6. Telephone shed with battery powered lighting is provided. | 400 | 149 |
| BRUCE ROCK | CROSSING LOOP 350 MTRS. CBH SDG. DRIFT UP DIRECTION. | BRUCE ROCK
(168km from Narrogin)
1. This is a Train Order Crossing Station.
2. Station Limits signs are erected as follows:
a. 50 metres from the facing points at the West Merredin end of the station.
b. 700 metres from the loop facing points at the Corrigin end.
3. Train Order Crossing Station indicator signs are erected approximately 500 metres from the Station Limits signs.
4. Round type point indicators are attached to all other main line points.
5. A crossing loop is provided.
6. Access to the CBH siding is gained from the Yilliminning main line and by a derailer. The derailer is normally in the "Lock Off" rail position. The derailer must be placed across the line and locked if vehicles are stowed in the siding and restored to the "Lock Off" position when the siding is clear.
7. A Train Order cabin with telephone and electric lighting is provided.
Dunstall Street Level Crossing
1. Flashing light warning signals are provided at this level crossing. | 350 | 168 |
| KORBELKA | CROSSING LOOP PROVIDED MAIN LINE STANDING ROOM 323 METRES CBH SDG. DRIFT DOWN DIRECTION. | KORBELKA
(189km from Narrogin)
1. This is a Train Order Crossing Station with limited crossing facilities.
2. Station Limits signs are erected 500 metres from the facing points in each direction.
3. Train Order Crossing Station indicator signs are erected approximately 500 metres from the Station Limits signs.
4. Round type point indicators are attached to all main line points.
5. A CBH siding protected by derailers and accessed by a K crossover is provided. The derailers which are normally in the "Lock Off" rail position must be placed across the line and locked if vehicles are stowed in the siding and restored to the "Lock Off" position when the siding is clear.
6. A cabin with telephone and battery operated lighting is provided. | 323 | 189 |
| WEST MERREDIN | CROSSING LOOP 2159 MTRS. | WEST MERREDIN
1. This Station is a sub location of, and within the Station Limits of, Merredin.
2. This is the junction for the narrow gauge lines to Wyalkatchem and Narrogin via Kondinin and Bruce Rock.
3. The signalling and interlocking is operated by the EGR Network Controller situated at Midland.
4. Station Limits signs are erected 420 metres from the Great Eastern Highway level crossing for Rail Traffic approaching from Bruce Rock.
5. A Train Order Crossing Station indicator sign is erected approximately 500 metres from the Station Limits signs.
6. Notice Signs are erected to indicate the Commencement and end of Train Order Territory as follows:-
a. Adjacent to the Station Limits sign for the Bruce Rock branch line.
B. Adjacent to No.132 Up Controlled Absolute Signal for the Kondinin branch line.
C. Adjacent to No.120 Up Controlled Absolute Signal for the Wyalkatchem branch line.
7. The stowing of vehicles on the narrow gauge shunting neck beyond the catch point at the east end of the yard is prohibited unless approved by Arc Infrastructure’s Head of Operations and Customer Management.
8. Standing room - Crossing Loop.
A. Standing room is available between Departure Signal No. 104 and Down Controlled Absolute Signal No. 111 of 1535 metres.
B. Standing room is available between Up Directing Signal No. 114 and Down Departure Signal No.127 of 518 metres.
C. Overall Crossing loop standing room is 2159 metres.
9. When two over length Rail Traffic is required to cross at West Merredin, the Up Rail Traffic must be admitted to the main line first. The Down Rail Traffic must be held at the Down Controlled Absolute Signal No. 101 until the opposing (Up) Rail Traffic has arrived complete on the main line. The Down Rail Traffic can then enter the loop.
10. In the event that sufficient time is available to admit the Down Rail Traffic to the main line prior to the opposing (Up) Rail Traffic arriving at Merredin station, then the Down Rail Traffic can be admitted to the main line first.
11. If Down over length Rail Traffic is admitted to the Crossing Loop and stops with portions of the Rail Traffic between Down Controlled Absolute Signal No.111 and Down Departure Signal No.127, it will not be possible to place to Proceed Up Signals for the passage of the Up Rail Traffic from Merredin to West Merredin.
12. If Up over length Rail Traffic is admitted to the Crossing Loop and stops with the rear portion of the Rail Traffic between Up Controlled Absolute Signal No.114 and Down Controlled Absolute Signal No.111, it will not be possible for Rail Traffic to be admitted to or depart from the main line, or to be admitted to or depart from the yard.
CROOKS ROAD LEVEL CROSSING (FL378)
1. Flashing light warning signals are provided at this level crossing.
2. For Up Rail Traffic the flashing light warning signals will commence to operate provided No.102, No.104 or No.106 Up Departure Signal is at "Proceed".
3. Every effort should be made to prevent Rail Traffic standing at Down Controlled Absolute Signal No.101 due to the close proximity of the level crossing to the Signal.
4. In the event of it being necessary to authorise Rail Traffic to pass No.102, 104 or 106 Up Departure at the STOP aspect, due to a signal failure or other cause, definite instructions must be given by the Network Controller to the Rail Traffic Crew not to proceed over the Crooks Road Level Crossing until satisfied that the flashing light warning signals are operating correctly. To ensure this, it will be necessary for the Rail Traffic Crew, on being authorised to pass the signal at STOP, to move forward until the leading end of Rail Traffic has passed the signal and then again stop to allow sufficient time for the flashing light warning signals to operate and the road vehicles to have stopped.
WEST MERREDIN-KONDININ LINE, WEST MERREDIN TO CORRIGIN LINE AND CORRIGIN TO BULLARING SECTION
These sections are Non Operational.
GAMENYA AVENUE LEVEL CROSSING (FL230)
1. Flashing light warning signals are provided at this level crossing.
2. The West Merredin - Wyalkatchem Narrow Gauge Main passes through this level crossing.
3. For Up Narrow Gauge Rail Traffic the flashing light warning signals will commence to operate provided No.131A or No.133A Up Controlled Absolute Signal is at "Proceed".
4. For Down Narrow Gauge Rail Traffic the flashing light warning signals will commence to operate provided No.120 Down Controlled Absolute Signal is at "Proceed".
NUNGARIN ROAD LEVEL CROSSING (FL220)
1. Flashing light warning signals are provided at this level crossing.
2. For Down Rail Traffic the flashing light warning signals will commence to operate provided No.D80 Down Controlled Absolute Signal is at "Proceed".
3. In the event of it being necessary to authorise Rail Traffic to pass No.D180 Down Controlled Absolute Signal at the STOP aspect, due to a signal failure or other cause, definite instructions must be given by the Network Controller to the Rail Traffic Crew not to proceed over the Railway Avenue level crossing until satisfied that the flashing light warning signals are operating correctly. To ensure this, it will be necessary for the Rail traffic Crew, on being authorised to pass the signal at STOP, to move forward until the leading end of the Rail Traffic has passed the signal and then again stop to allow sufficient time for the flashing light warning signals to operate and road vehicles to have stopped. | 2159 | 282 |
| YILLIMINNING | CROSSING LOOP 374 METRES | YILLIMINNING
1. This is a Train Order Crossing Station and Junction for the Corrigin and Kondinin Branch lines.
2. Station Limits signs are erected as follows:-
a. 428 metres from the main line facing points for Down Rail Traffic approaching from Narrogin.
b. 70 metres from the fouling point between the Kondinin and Corrigin Branch line crossover for Rail Traffic approaching from both the Corrigin and Kondinin Branch lines.
3. Train Order Crossing Station indicator signs are erected approximately 500 metres from the Station Limits signs.
4. Round type point indicators are attached to the main line crossover at the Eastern End, and will be found set for the passage of the last Rail Traffic.
5. A half red half green junction indicator is attached to the main line points at the Narrogin end, and will be found set for the passage of the last Rail Traffic.
6. Telephone communication and battery powered lighting are provided in a telephone cabin located between the two main lines.
7. Lock on / Lock off scotch blocks are provided on the Bruce Rock Up and Down main with the normal position being in the Lock off. | 374 | 23 |
| WEST MERREDIN | CROSSING LOOP 2159 MTRS. | WEST MERREDIN
1. This Station is a sub location of, and within the Station Limits of, Merredin.
2. This is the junction for the narrow gauge lines to Wyalkatchem and Narrogin via Kondinin and Bruce Rock.
3. The signalling and interlocking is operated by the EGR Network Controller situated at Midland.
4. Station Limits signs are erected 420 metres from the Great Eastern Highway level crossing for Rail Traffic approaching from Bruce Rock.
5. A Train Order Crossing Station indicator sign is erected approximately 500 metres from the Station Limits signs.
6. Notice Signs are erected to indicate the Commencement and end of Train Order Territory as follows:-
a. Adjacent to the Station Limits sign for the Bruce Rock branch line.
B. Adjacent to No.132 Up Controlled Absolute Signal for the Kondinin branch line.
C. Adjacent to No.120 Up Controlled Absolute Signal for the Wyalkatchem branch line.
7. The stowing of vehicles on the narrow gauge shunting neck beyond the catch point at the east end of the yard is prohibited unless approved by Arc Infrastructure’s Head of Operations and Customer Management.
8. Standing room - Crossing Loop.
A. Standing room is available between Departure Signal No. 104 and Down Controlled Absolute Signal No. 111 of 1535 metres.
B. Standing room is available between Up Directing Signal No. 114 and Down Departure Signal No.127 of 518 metres.
C. Overall Crossing loop standing room is 2159 metres.
9. When two over length Rail Traffic is required to cross at West Merredin, the Up Rail Traffic must be admitted to the main line first. The Down Rail Traffic must be held at the Down Controlled Absolute Signal No. 101 until the opposing (Up) Rail Traffic has arrived complete on the main line. The Down Rail Traffic can then enter the loop.
10. In the event that sufficient time is available to admit the Down Rail Traffic to the main line prior to the opposing (Up) Rail Traffic arriving at Merredin station, then the Down Rail Traffic can be admitted to the main line first.
11. If Down over length Rail Traffic is admitted to the Crossing Loop and stops with portions of the Rail Traffic between Down Controlled Absolute Signal No.111 and Down Departure Signal No.127, it will not be possible to place to Proceed Up Signals for the passage of the Up Rail Traffic from Merredin to West Merredin.
12. If Up over length Rail Traffic is admitted to the Crossing Loop and stops with the rear portion of the Rail Traffic between Up Controlled Absolute Signal No.114 and Down Controlled Absolute Signal No.111, it will not be possible for Rail Traffic to be admitted to or depart from the main line, or to be admitted to or depart from the yard.
CROOKS ROAD LEVEL CROSSING (FL378)
1. Flashing light warning signals are provided at this level crossing.
2. For Up Rail Traffic the flashing light warning signals will commence to operate provided No.102, No.104 or No.106 Up Departure Signal is at "Proceed".
3. Every effort should be made to prevent Rail Traffic standing at Down Controlled Absolute Signal No.101 due to the close proximity of the level crossing to the Signal.
4. In the event of it being necessary to authorise Rail Traffic to pass No.102, 104 or 106 Up Departure at the STOP aspect, due to a signal failure or other cause, definite instructions must be given by the Network Controller to the Rail Traffic Crew not to proceed over the Crooks Road Level Crossing until satisfied that the flashing light warning signals are operating correctly. To ensure this, it will be necessary for the Rail Traffic Crew, on being authorised to pass the signal at STOP, to move forward until the leading end of Rail Traffic has passed the signal and then again stop to allow sufficient time for the flashing light warning signals to operate and the road vehicles to have stopped.
WEST MERREDIN-KONDININ LINE, WEST MERREDIN TO CORRIGIN LINE AND CORRIGIN TO BULLARING SECTION
These sections are Non Operational.
GAMENYA AVENUE LEVEL CROSSING (FL230)
1. Flashing light warning signals are provided at this level crossing.
2. The West Merredin - Wyalkatchem Narrow Gauge Main passes through this level crossing.
3. For Up Narrow Gauge Rail Traffic the flashing light warning signals will commence to operate provided No.131A or No.133A Up Controlled Absolute Signal is at "Proceed".
4. For Down Narrow Gauge Rail Traffic the flashing light warning signals will commence to operate provided No.120 Down Controlled Absolute Signal is at "Proceed".
NUNGARIN ROAD LEVEL CROSSING (FL220)
1. Flashing light warning signals are provided at this level crossing.
2. For Down Rail Traffic the flashing light warning signals will commence to operate provided No.D80 Down Controlled Absolute Signal is at "Proceed".
3. In the event of it being necessary to authorise Rail Traffic to pass No.D180 Down Controlled Absolute Signal at the STOP aspect, due to a signal failure or other cause, definite instructions must be given by the Network Controller to the Rail Traffic Crew not to proceed over the Railway Avenue level crossing until satisfied that the flashing light warning signals are operating correctly. To ensure this, it will be necessary for the Rail traffic Crew, on being authorised to pass the signal at STOP, to move forward until the leading end of the Rail Traffic has passed the signal and then again stop to allow sufficient time for the flashing light warning signals to operate and road vehicles to have stopped. | 2159 | 282 |
| WAGIN | CROSSING LOOP 498 MTRS. | WAGIN
1. This is a Train Order Crossing Station and the junction for the Lake Grace Branch line.
2. Station Limits signs are provided as follows:-
a. 1250 metres from the points leading from the G.S.R. main line to the bypass line for Rail Traffic approaching from Katanning.
b. 1000 metres from the points leading from branch main to bypass line for Rail Traffic approaching from Lake Grace.
c. 1350 metres from the main line facing points for Rail Traffic approaching from Avon Yard.
3. Train Order Crossing Station indicator signs are erected approximately 500 metres from the Station Limits Signs.
4. All Main Line points are operated by rigid small point levers and are provided with Round type point indicators.
5. Lock On/Lock Off Scotch Blocks are provided on the Main Line to provide standing capacity for 680 metres. Scotch Blocks are normally in the Lock Off position and in the Lock On position only when wagons are stowed.
6. The loop is protected at the Narrogin end by a scotch block and catch points at the Albany end with catch point indicators provided.
7. A Stow road accessed from the Loop is protected by catch points with indicators provided.
8. A Perway road accessed from the Stow road is provided and is protected at each end by scotch blocks.
Ware Street Level Crossing (No. 393)
1. Flashing light warning signals are provided at this level crossing.
Tudheo Street Level Crossing (No. 597)
1. Flashing light warning signals and bells are provided at this level crossing.
2. Two (2) Driver indicators are provided at this level crossing for Up Rail Traffic.
3. Up Rail Traffic departing Wagin must stop at the Driver's Indicators displaying a red indication and activate the level crossing flashing lights and bells and proceed past the Driver's Indicator when a flashing yellow indication is displayed. On activating the flashing lights and bells 25 seconds will pass before the Flashing yellow indication is displayed. Rail TRaffic must not pass the Driver's Indicator displaying a red indication.
4. A notice board is located on the Driver's Indicator posts and reads as follows:
"STOP
Activate level crossing lights"
5. To activate the flashlights and bells for Up Rail Traffic either a manual switch mounted on the Driver's Indicator mast or a Radio Signal may be used.
6. The Radio Signal is transmitted via the locomotive's UHF Radio keypad by keying in the site activate number 148 which is displayed on the Driver's Indicator post.
7. When an Up shunt move fully clears the roadway and then pushes back in the Down direction into Wagin yard a Competent Worker shall be present at the level crossing. The Shunter's manual switch mounted on the side of the equipment case at the level crossing can activate the flashlight and bells.
8. In the event of a system failure where the Driver's Indicator are not illuminated or fail to give a flashing yellow indication, the level crossing must be manually protected. Such failures are to be reported to Network Control at the first practical opportunity.
Vine Street Level Crossing (No. 661)
1. Flashing light warning signals are provided at this level crossing. | 498 | 226 |
| BALLAYING | LOOP 302 METRES, CBH SDG. MAIN 373 METRES. DRIFT UP DIRECTION. | BALLAYING
1. This is a Train Order Crossing station, with limited crossing facilities at CBH.
2. Station Limits Signs are erected 1000 metres from the main line facing points in each direction.
3. Train Order Crossing Station indicator signs are erected approximately 550 metres from the Station Limits Signs.
4. Round type point indicators are attached to all main line points.
5. Telephones and battery operated lighting are provided.
6.The CBH siding is protected at each end by catchpoints. | 373 | 22 |
| DUMBLEYUNG | CBH SDG. SETUP 284 METRES. DRIFT 251 METRES. DRIFT DOWN DIRECTION | DUMBLEYUNG
1. This is a Train Order Crossing Station with limited crossing facilities at CBH.
2. Station Limits signs are erected:
a. 800 metres from the Main Line facing points for Rail Traffic approaching from Ballaying.
b. 401 metres from the Main Line facing points for Rail Traffic approaching from Moulyining.
3. Train Order Crossing Stations Indicator signs are erected approximately 500 metres from the Station Limit signs.
4. Telephone and battery lighting are provided in the Train Order cabin.
5. Round type point indicators are attached to al Main Line points.
6. The CBH siding is protected at each end by derailers which are normally in the “Lock Off” rail position. These derailers must be placed across the line and locked if vehicles are stowed in the CBH and restored to the “Lock Off” position when the siding is clear.
Wagin – Dumbleyung Road Level Crossing
1. Flashing light warning signals are provided at this level crossing.
2. For Down Rail Traffic must not exceed 15kph until the leading vehicle has reached the level crossing.
Bennett Street Level Crossing
3. Flashing light warning signals are provided at this level crossing.
4. For Down Rail Traffic must not exceed 10kph until the leading vehicle has reached the level crossing.
5. Shunting movements towards the level crossing must not exceed 15km/h until the locomotive has reached the level crossing. | 499 | 41 |
| MOULYINNING | CBH SDG SETUP 183 METRES. CBH SDG SIDING DRIFt 194 METRES.DRIFT UP DIRECTION. | MOULYINNING
1. This is a Train Order Crossing Station, limited to crossing at CBH only.
2. Station Limits Signs are erected 1000 metres from the main line facing points in each direction.
3. Train Order Crossing Station indicator signs are erected approximately 550 metres from the Station Limits Signs.
4. Round point indicators are attached to all main line points.
5. A telephone shed with battery powered lighting is provided.
6. The CBH siding is protected by catchpoints at each end. | 376 | 62 |
| KUKERIN | CROSSING LOOP 410 METRES. CBH SDG. 500 METRES, DRIFT UP DIRECTION. | KUKERIN
1. This is a Train Order Crossing Station.
2. Station Limits Signs are erected 1000 metres from the CBH main line facing points in each direction.
3. Train Order Crossing Station indicator signs are erected approximately 550 metres from the Station Limits Signs.
4. Round point indicators are attached to all main line points.
5. A telephone cabin with electric lighting is provided.
6. A crossing loop is provided.
7. The CBH siding which is accesed from the main line is protected at each end by derailers. Thes derailers which are normally in the "lock off" position must be placed across the line and locked if vehicles are stowed in the CBH and returned to the "Lock Off" position when the siding is clear. | 410 | 79 |
| TARIN ROCK | CBH SDG. 478 MTRS. DRIFT UP DIRECTION. | TARIN ROCK
1. This is a Train Order Crossing Station with limited crossing facilities at CBH only.
2. Station Limits signs are erected 1000 metres from the main line facing points in each direction.
3. Train Order Crossing Station indicator signs are erected approximately 500 metres from the Station Limits signs.
4. Round type point indicators are attached to all main line points.
5. A telephone shed with battery powered lighting is provided.
6. The CBH siding is protected at each end by catchpoints. | 478 | 97 |
| LAKE GRACE | CROSSING LOOP . CBH SDG. DRIFT UP DIRECTION | LAKE GRACE
1. This is a Train Order Crossing Station and junction for the Hyden and Newdegate Branch lines.
2. Station Limits signs are erected as follows:-
a. 950 metres for Rail Traffic approaching from Wagin.
b. 1000 metres from the main line to loop points for Rail Traffic approaching from Hyden.
c. 219 metres from no 7 facing points the Newdegate/Hyden junction points for Rail Traffic approaching from Newdegate.
3. Train Order Crossing Station indicator signs are erected approximately 550 metres from the Station Limits signs in each direction.
4. Round type point indicators are attached to all main line points with the exception of the junction points which are provided with a Square Type Points indicators. Number 2 and 3 points on the Loop are also fitted with Square Type Points Indicators
5. A telephone shed with battery powered lighting is provided.
6. A crossing loop is provided.
7. Access to the CBH siding is gained from the Newdegate main line at the Wagin end and from the Hyden main line at the Hyden end. Due to steep gradient no rolling stock is to be stowed in the CBH siding.
8. The Rail Traffic Crew proceeding in the facing direction over the junction points must set and lock the points in the position according to the direction in which the Rail Traffic is to proceed.
9. The Rail Traffic Crew proceeding through the junction points in the trailing direction must ensure that they are correctly set for the passage of the Rail Traffic.
10. It is not necessary to reset the Junction points to their normal setting when the Rail Traffic has passed completely over them but are to be left locked in the direction of the last Rail Traffic movement.
11. To avoid conflicting moves at Lake Grace the following is to apply:
a. When a Train Order has been issued for a movement through Lake Grace to either of the Branch lines and Up Rail Traffic is approaching from the other Branch line the Train Order for that Rail Traffic is to be issued to Station Limit only.
b. When two Rail Traffic movements are to approach Lake Grace from each branch line at the same time both Train Order are to be issued to Station Limits only.
South Road Level Crossing
1. Flashing light warning signals are provided at this level crossing.
2. two lines pass over this level crossing as follows:-
a. The Newdegate branch line;
b. The CBH siding. | 655 | 119 |
| BUNICHE | CBH SDG. DRIFT UP DIRECTION. | BUNICHE
1. This is a Train Non Order Crossing Station.
2. Station Limits signs are erected 1000 metres from the main line facing points in each direction.
3. Train Order Non Crossing Station indicator signs are erected approximately 550 metres from the Station Limits signs.
4. Ordinary point indicators are attached to all main line points which are clamped for the main line.
5. A telephone shed with battery powered lighting is provided adjacent to the existing telephone box.
6. The CBH siding is protected by catch points at the Lake Grace end and a dead end at the Newdegate end. | 0 | 157 |
| NEWDEGATE | CBH SDG. DRIFT UP DIRECT. | NEWDEGATE
1. This is a Train Order Crossing Station and the terminus station for the Newdegate Branch line.
2. Station Limits signs are erected 900 metres from the Main Line facing points to the CBH Siding.
3. Train Order Crossing Station indicator signs are erected approximately 500 metres from the Station Limits signs.
4. Telephone communication is provided in a shed located at the CBH Siding.
5. The Main Line giving direct access to CBH is the Main Line with facing points and indicator set accordingly.
6. The Main Line and Loop are fitted with LOCK ON/LOCK OFF scotch blocks at the Lake Grace end, The scotch blocks which are normally in the “Lock Off” position must be placed across the line and locked if rail vehicles are stowed in the CBH or on the Loop and restored to the “Lock Off” position when the siding is clear. | 732 | 182 |
| LAKE GRACE | CROSSING LOOP . CBH SDG. DRIFT UP DIRECTION | LAKE GRACE
1. This is a Train Order Crossing Station and junction for the Hyden and Newdegate Branch lines.
2. Station Limits signs are erected as follows:-
a. 950 metres for Rail Traffic approaching from Wagin.
b. 1000 metres from the main line to loop points for Rail Traffic approaching from Hyden.
c. 219 metres from no 7 facing points the Newdegate/Hyden junction points for Rail Traffic approaching from Newdegate.
3. Train Order Crossing Station indicator signs are erected approximately 550 metres from the Station Limits signs in each direction.
4. Round type point indicators are attached to all main line points with the exception of the junction points which are provided with a Square Type Points indicators. Number 2 and 3 points on the Loop are also fitted with Square Type Points Indicators
5. A telephone shed with battery powered lighting is provided.
6. A crossing loop is provided.
7. Access to the CBH siding is gained from the Newdegate main line at the Wagin end and from the Hyden main line at the Hyden end. Due to steep gradient no rolling stock is to be stowed in the CBH siding.
8. The Rail Traffic Crew proceeding in the facing direction over the junction points must set and lock the points in the position according to the direction in which the Rail Traffic is to proceed.
9. The Rail Traffic Crew proceeding through the junction points in the trailing direction must ensure that they are correctly set for the passage of the Rail Traffic.
10. It is not necessary to reset the Junction points to their normal setting when the Rail Traffic has passed completely over them but are to be left locked in the direction of the last Rail Traffic movement.
11. To avoid conflicting moves at Lake Grace the following is to apply:
a. When a Train Order has been issued for a movement through Lake Grace to either of the Branch lines and Up Rail Traffic is approaching from the other Branch line the Train Order for that Rail Traffic is to be issued to Station Limit only.
b. When two Rail Traffic movements are to approach Lake Grace from each branch line at the same time both Train Order are to be issued to Station Limits only.
South Road Level Crossing
1. Flashing light warning signals are provided at this level crossing.
2. two lines pass over this level crossing as follows:-
a. The Newdegate branch line;
b. The CBH siding. | 655 | 119 |
| KUENDER | CBH SDG. MAIN 370 METRES. SET UP 389 METRES, DRIFT 282 METRES. DOWN DIRECTION | KUENDER
1. This is a Train Order Crossing Station with limited crossing facilities at the CBH only.
2. Station Limits signs are erected 1000 metres from the main line facing points in each direction.
3. Train Order Crossing Station indicator signs are erected approximately 550 metres from the Station Limits Signs.
4. Ordinary point indicators are attached to all main line points which are clamped for the main line.
5.A telephone shed with battery powered lighting is erected opposite the CBH garner bin.
6. the CBH siding is protected aat the Lake Grace end by a lock on/Lock off derailer with the normal postion being lock off and by a dead end at the Nyden end. | 370 | 19 |
| PINGARING | CBH SDG.688 MTRS, DRIFT UP DIRECTION. | PINGARING
1. This is a Train Order Crossing Station with limited crossing facilities at the CBH only
2. Station Limits signs are erected as follows:-
a. 1000 metres from the main line facing points for Rail Traffic approaching from Lake Grace.
b. 920 metres from the main line facing points for Rail Traffic approaching from Hyden.
3. Train Order Crossing Station indicator signs are erected approximately 500 metres from the Station Limits signs.
4. Round type point indicators are attached to all main line points.
5. The CBH siding is protected by derailers at each end.
6. The derailers are normally in the "lock off" rail position. The derailers must be placed across the line and locked if vehicles are to be stowed in the CBH siding and restored to the "lock off" position when the siding is clear.
7. A telephone shed with battery powered lighting is provided opposite the CBH installation. | 688 | 44 |
| KARLGARIN | CBH SDG. 583 METRES. DRIFT DOWN DIRECTION. | KARLGARIN
(78km from Lake Grace)
1. This is a Train Order Crossing station with limited crossing facilities At CBH only.
2. Station Limits signs are erected 1000 metres from the main line facing points in each direction.
3. Train Order Crossing Station indicator signs are erected approximately 500 metres from the Station Limits signs.
4. A telephone shed with battery powered lighting is provided.
5. Round type point indicators are attached to all main line points.
6. The CBH siding is protected by a derailer at the Lake Grace end and catchpoints at the Hyden end. Access is from the main line at the Pingaring end, and by K crossovers at Hyden end.
7. The derailer is normally in the "lock off" rail position. The derailer must be placed across the line and locked if vehicles are to be stowed in the CBH siding and restored to the "lock off" position when the siding is clear.
8. The K crossovers are interlocked with the main line points. | 583 | 78 |
| HYDEN | TERMINAL STATION. RUNAROUND ROAD 750 METRES | HYDEN
1. This is a Train Order Crossing Station and the terminus station for the Hyden branch line.
2. The Hyden CBH loading facility is situated over the main line within station limits of Hyden station and yard.
3. Station Limits signs are erected 360 metres from the CBH loading bins.
4. Train Order Crossing Station indicator signs are erected approximately 500 metres from the Station Limits signs.
5. Telephone and battery powered lighting is provided in the telephone sheds at the CBH siding and yard adjacen to No. 1 points.
6. A run round road is provided in the yard and is protected by “lock on/lock off” scotch blocks with the normal position being in the “lock off”.
7. A refuge siding is provided with access from the run round road at the Lake Grace end and is protected by a scotch block. | 750 | 93 |
| KATANNING | MAINLINE 835 METRES. CROSSING LOOP 672 METRES. CBH SDG. DRIFT DOWN DIRECTION. | KATANNING
1. This is a Train Order Crossing Station and junction for the Nyabing Branch line (Non-Operational).
2. Station Limits signs are erected as follows:-
a. 150 metres from the main line to loop facing points for Rail Traffic approaching from Wagin.
b. 1000 metres from the main line to Nyabing Branch line points for Rail Traffic approaching from Tambellup.
c. 650 metres from the facing points at the Eastern end of the triangle for Rail Traffic approaching from Nyabing.
3. Train Order Crossing Station indicator signs are erected approximately 500 metres from the Station Limits signs.
4. Telephones are located in a shed at the end of the station platform and adjacent to the points at the Southern end of the triangle.
5. Round point indicators are attached to all Main Line points.
6. Access to the yard is gained at each end of the Loop, siding 1 extends into a Dead end, and the South end is protected by a scotch block.
7. A derailer (normal position "lock off") is provided between No. 11 and No. 3 points which is to be across the line and locked if wagons are stored in the siding and restored to the "lock off" position when siding is clear.
8. Lock-on/Lock-off scotchblocks are provided on the loop to enable stowing of wagons, the normal position being "locked-off".
9. Wagons are to be coupled up and the continuous brake complete throughout before a shunting movement is performed.
Henry Street Level Crossing (added)
1. Flashing light warning signals and push buttons are provided at this level crossing.
Arbour Street Level Crossing
1. Flashing light warning signals and push buttons are provided at this level crossing.
Clive Street Level Crossing
1. Flashing light warning signals and push buttons are provided at this level crossing.
2. For all shunting movements from the Yard towards Clive Street level crossing the push button must be operated by the Competent Worker in charge of shunting operations to activate the flashing lights before the leading vehicle enters the crossing.
Bokarup Street Level Crossing (No. 662)
1. Flashing light warning signals, bells and half boom gates are provided at this level crossing. There are Level Crossing Speed Restriction signs of 15km/h on both Main Line direction approaches at approximately 345m from the crossing.
2. This is a four (4) track level crossing.
3. Eight (8) Driver's Proceed indicators are provided at this level crossing.
4. Driver's Proceed Indicator Nos.1 and 2 are installed on the Albany main line with radio controls. Driver's Proceed Indicator No. 1 is for the Down approach and Driver's Proceed Indicator No. 2 is for the Up approach.
5. Driver's Proceed Indicator Nos. 3 and 4 are installed on the Loop line. Driver's Proceed Indicator Nos. 3 is for the down approach and Driver's Proceed Indicator Nos. 4 is for the Up approach.
6. Driver's Proceed Indicator Nos. 4 and 5 are installed on Siding No.1. Driver's Proceed Indicator No. 5 is for the Down approach and Driver's Proceed Indicator No. 6 is for the Up approach.
7. Driver's Proceed Indicator Nos.7 and 8 are installed on the Siding No. 2 Driver's Proceed Indicator No. 7 is for the Down approach and Driver's Proceed Indicator No. 8 is for the Up approach.
8. Rail Traffic must not pass a Driver's Proceed Indicator displaying a red indication. All Rail Traffic requiring to proceed over the level crossing must stop at a Driver's Proceed Indicator displaying a red indication, activate the level crossing protection and then proceed past the Driver's Proceed Indicator only when a yellow indication is displayed. On activating of the level crossing protection, a delay between 10-25 seconds will pass before the yellow indication is displayed on the Driver's Proceed Indicator.
9. Rail Traffic on the main line approaching the level crossing will normally automatically activate the level crossing protection and the Driver's Proceed Indicator will show a yellow indication. If a Main Line Driver's Proceed Indicator does not immediately change to a yellow indication on approach to the crossing Rail Traffic Crews should be prepared to stop at the Red indication and activate the level crossing controls by using radio or push button. The Radio Signal is transmitted via the locomotives UHF Radio keypad by keying in the site activation number. The activation number is displaying on the Driver's Proceed Indicator post. The Radio Code is 579.
10. To activate the level crossing protection (after it has been deactivated) for Rail Traffic approaching the level crossing on the Main Line either the Start Button mounted on the Driver's Proceed Indicator or a radio Signal may be used.
11. To activate the level crossing protection for Rail Traffic approaching the level crossing in either direction on the Loop line or in Siding Nos.1 or 2 a manual push button unit mounted on the Driver's Proceed Indicator must be used.
12. The manual push button mounted on each Driver's Proceed Indicator comprises of a pair of Start/Stop buttons. The start button is to be pressed to activate the level crossing protection.
13. The Stop Button is to be pressed only if the level crossing protection have been activated and require to be deactivated because the Rail Traffic will not proceed across the level crossing, on either the Main, Loop or either of the sidings. Once pressed the Driver's Proceed Indicator will immediately displaying a red indication and the level crossing protection will continue to flash for up to 60 seconds before extinguishing.
14. The Driver's Proceed Indicator on the Loop line and the sidings have a notice board located on the indicator post that reads as follows:-
STOP
Activate level Crossing Lights
15. There are two Flag Attendant manual switches. One is mounted on the side of the equipment case at the level crossing and another one is mounted diagonally opposite the level crossing on a post. Either can be used to activate the level crossing protection. To deactivate the level crossing protection the manual switch is required to be turned to its "off" position.
16. In the event of a system failure where the Driver's Proceed Indicator is not illuminated or fails to give a Yellow indication, the level crossing is to be protected by a Competent Worker. Such failures are to be reported to Network Control at the first practical opportunity.
17. For all movements over the level crossing the crossing will recover automatically when the whole of the Rail Traffic has passed over the level crossing.
Creek Street Level Crossing
1. Flashing light warning signals are provided at this level crossing, which passes over the GSR main line and the Nyabing-Broomehill Bypass at the southern end of Katanning.
Drove Street Level Crossing (East)
1. Flashing light warning signals and manual switches are provided at this crossing.
2. For all Rail Traffic movements over this crossing, the Competent Worker in charge of the Rail Traffic movement must operate one of three switches provided to start the flashing light warning signals, prior to any Rail Traffic movement being made over the crossing.
3. Once the Rail Traffic has completely travelled over the level crossing, the flashing light warning signals must be stopped manually from any of the three switches provided.
4. All approaches to this level crossing have notice boards which read:
“STOP
ACTIVATE LEVEL CROSSING LIGHTS”.
Drove Street (West)
1. Flashing light warning signals and pushbuttons are provided at this crossing.
2. Two pushbuttons are provided for all SET BACK MOVES, and the Competent Worker in charge of the movement must operate the appropriate pushbutton prior to any set back movement being made over the crossing.
3. The flashing light warning signals will automatically cease to operate once the Rail Traffic has completed the movement over the level crossing.
Nyabing-Broomehill Bi-Directional Bypass
1. Catchpoints with a catchpoints indicator protect the Katanning East to Katanning Branch of the triangle and the Katanning east and the Katanning south branch of the triangle.
2. This line is non-operational and No. 6 points giving access from the main line to the bypass have been clipped and locked for the Albany main. | 672 | 278 |
| BADGEBUP | CROSSING LOOP 275 METRES. CBH SDG. DRIFT UP DIRECTION. | BADGEBUP
1. This is a Train Order Crossing Station.
2. Station Limits signs are erected as follows:-
a. 50 metres from the main line facing points for Rail Traffic approaching from Katanning.
b. 700 metres from the main line facing points fro Rail Traffic approaching form Nyabing.
3. Train Order Crossing Station indicator signs are erected approximately 550 metres from the Station Limits signs.
4. Round type point indicators are attached to all main line points.
5. A telephone shed with battery operated lighting is provided.
6. The crossing loop is protected by scotchblocks at each end.
7. A siding and CBH siding are accessed from the Loop line and protected at each end by scotchblocks.
8. Access to the CBH siding is gained from the loop at both ends.
Katanning-Nyabing Road Level Crossing
1. Flashing light warning signals are provided at this level crossing. | 275 | 35 |
| TAMBELLUP | CROSSING LOOP 522 MTRS. CBH SDG. DRIFT DOWN DIRECTION. | TAMBELLUP
1. This is a Train Order Crossing Station
2. The Tambellup – Gnowangerup branch is non-operational and the junction points have been removed.
3. This station has a steep falling gradient for Down Rail Traffic and special care must be exercised when Rail Traffic cross at this station due to extended length of station limits.
4. Station Limits signs are erected as follows:-
a. 950 metres for Up Rail Traffic from Cranbrook.
b. 1000 metres from the fouling point giving access to the C.B.H siding for Up Rail Traffic from Broomehill.
5. Train Order Crossing Station indicator signs are erected approximately 500 metres from the Station Limits signs in both directions.
6. Round type point indicators are attached to all Main Line points.
7. "Lock On/Lock Off" scotch blocks are provided on the loop to enable stowing of wagons, the normal position being "Locked Off".
8. Access to the CBH siding is gained from the Main Line and is protected by a derailer which is normally in the "Lock Off" position, and is to be placed across the line and locked if vehicles are stowed in the siding and restored to the "Lock Off" position when the siding is clear.
9. A refuge siding, accessed off the loop at the north end, is provided and protected by a scotch block. Points giving access are clipped and secured by a Perway lock.
10. A telephone is provided in cabin situated on platform.
North Terrace Level Crossing
1. Flashing light warning signals with half boom gates and push buttons are provided at this level crossing.
2. A notice board is located adjacent to the 10km/h speed restriction sign on the south side of the level crossing and reads as follows:-
"NO STANDING BETWEEN THIS POINT AND LEVEL CROSSING"
3. Push buttons are located either side of the level crossing.
4. When a shunting movement is required to pass over the level crossing the Competent Worker in charge of the movement must operate the push button which will cause the flashing light warning signals to start flashing.
5. When the shunting movement has passed completely over the level crossing the push button must again be operated to extinguish the flashing light warning signals. | 522 | 322 |
| GNOWANGERUP | CROSSING LOOP 470 METRES. CBH SDG. DRIFT DOWN DIRECTION | GNOWANGERUP
1. This is a Train Order Crossing Station and is the terminus station for the Gnowangerup Branch Line.
2. Station Limits signs are erected 350 metres from the main line facing points providing access to the CBH Siding.
3. The CBH Siding is within station limits of Gnowangerup.
4. Train Order Crossing Station indicator signs are erected approximately 500 metres from the Station Limits signs.
5. A Round type point indicator is attached to the points providing access to the CBH Siding and loop.
6. Telephones and electric lighting are provided.
7. Access to the CBH siding is gained from the main line points at the western extremity of the station yard.
8. The crossing loop is protected by a scotchblock at the western end.
9. The CBH installation is at the top of a steep gradient.
10. A scotchblock is provided on the CBH complex side of the level crossing and train crews are to ensure that the scotchblock is locked over the line at all times except when shunting at the CBH complex is taking place.
11. The continuous brake must be coupled up and in working order when trains are conveying loaded wagons from CBH to the station yard. | 470 | 38 |
| REDMOND | REDMOND SIDING | REDMOND SIDING
1. This is a Train Order Crossing Station with limited crossing facilities and is the junction for the "Albany Plantation Export Co Pty Ltd. "(Mirambeena)".
2. Station Limits signs are erected 1000 metres from the facing points for both Up and Down Rail Traffic.
3. Train Order Crossing Station indicator signs are erected approximately 500 metres from the Station Limits signs.
4. Train Orders are to be transmitted via on-board communications and Rail Traffic Crews are required to carry all relevant Safeworking Forms. Train Orders may also be transmitted to the telephone shed located adjacent to the facing points.
5. Self-restoring points and indicators are attached to the Main Line points with a set of interlocked catch points installed 110 metres from the Main Line points
6. Rail Traffic Crews of Rail Traffic terminating at the private siding must not endorse their Train Order as "FULFILLED" until their Rail Traffic has arrived complete within the siding and passed the points "Repeater Indicator"
7. Down Rail Traffic approaching Redmond from Narrikup which are not in possession of a Train Order beyond Redmond and are required to cross Rail Traffic entering or wait line clear of Rail Traffic departing the private siding must be brought to a stand clear of the fouling position of the main line points and must "Not Proceed Until Authorised".
8. Rail Traffic departing the private siding are not to pass the "STOP" sign until they are in possession of a Train Order and the points indicator displays reverse detection.
Operation of Self Restoring Points
Points indicator lamps are lit continually showing the lie of the points at all times. When the points are correctly set Normal the indicators show a straight indication. When the points are at Reverse the points indicators indicate a divergent route. Point's indicators flash if the points position is not detected, they also flash for 60 seconds prior to and during a point's movement.
Rail Traffic Crews must ensure that they do not pass over the points where the point's indicators are flashing. If the points indicators are not lit it will be due to a fault. In this case the Rail Traffic Crew must confirm that the points are correctly set before proceeding and inform Network Control of the fault.
Points may be moved using one of three methods.
1. Normally points will be moved from the locomotive cab using the train's portable radio when it is tuned to UHF radio channel 50, the Local channel.
a. To use this method a locomotive must be detected as having been stationary for 30 seconds on one of the detected approaches to the points. These approaches are indicated by wayside white indicator posts one the Main Line (A and B) and (C and D) and the Speed sign and Stop Sign on the spur line.
B. Radio operations: To move by radio push the transmit button on the hand held radio, wait for a second and while continuing to press the transmit button, entre the three digit code, shown on the indication boards, using the hand held radio's keypad.
2. Push Button Operation: points may be moved by operation of the push button installed in the crank handle case. The point's free indicator light in the crank handle case indicates when it is possible to move the points. NB: Points will be locked 30 seconds after the door is open.
3. Crank Handle Operation: points can also be moved using the crank handle located in the crank handle case. This method is only to be used when a failure does not allow either the sites push button or radio access to work. It is important to remember that there is a set of catch points installed on the Redmond spur line. If the main line points are being manually wound over then the catch points must be wound over as well. The catch points must only be left in the closed position for an entry or exit movement from this spur. At all other times the catch points must be open to protect movements on the main line.
The self-restoring points will restore to normal 3 minutes after the last wagon or locomotive has been detected as moving over the points to or from the spur line. Point's indicators flash during the self-restoration.
Redmond Catch Point Alarm
Redmond catch points have a special alarm which is activated if the points have not restored to normal 15 minutes after the passage of the train. This alarm generates an email to Network Control warning that the points have failed to normalise.
To prevent the alarm being sent during maintenance either the push button door is opened or the crank handle removed.
15 minutes after the train either arrives or departs the spur line the Network Controller must check their email inbox to ensure no alarm has been raised. Where an alarm has been generated Network Control must:
1. Contact the Rail Traffic Crew of any train within the spur line and have them check the points, or
2. Advise the next Rail Traffic to stop and check both the Main Line and catch points, and
3. Advise the Signal Tech and complete a Fault Advice Report. | 0 | 439 |
| MIRAMBEENA | Albany Woodchips | | 0 | 0 |
| BRUNSWICK Junction | MAIN LINE 1212 METRES, BRNCH 1212 METRES. | BRUNSWICK JUNCTION
1. This station is the junction for the Branch line to Collie which is operated under the Rules applicable to Centralised Traffic Control.
2. The localities of Brunswick North, Brunswick South and Brunswick East are within Station Limits of Brunswick Junction.
3. In the event of the Down Controlled Absolute Signal No. 77 being at "STOP" for the passage of a loaded block train the Network Controller must detain the train at Down Controlled Absolute Signal No. 87 until such time as the Network Controller is in a position to admit the train to the station. This is necessary in order to avoid the block train being brought to a stand on the rising gradient.
4. When the route has been set from the Branch main to the loop from Controlled Absolute signal No. 73B to Controlled Absolute Departure signal No.67, Ground Shunt signal No. 69 cannot be cancelled. Where Rail Traffic is to be held at Ground Shunt signal No. 69 the Rail Traffic must be set for the shunt route from Controlled Absolute signal No. 73S.
5. Access to the station yard is controlled by switchlock released by the Network Controller at Picton Junction.
6. A special release button is provided in a locked box located on a standard adjacent to No.531 switchlock. The special release button is to be used when it is necessary for Rail Traffic to be admitted from Down Controlled Absolute Signal No.73 or Shunt Signal No.75.
7. When Down or Up Rail Traffic requires to be admitted to the station yard the Competent Worker in charge must advise the Network Controller, open the switchlock door and, if exhibiting a "Free" indication, move the small handle to the extreme left position and reverse the switchlock points for the Rail Traffic to enter the yard.
8. After reversing the relevant points, the handle in the switchlock must then be turned to the extreme right, the switchlock door closed and secured and the button in the adjacent box depressed and kept depressed until the first portion has passed the relevant Shunt Signal.
9. When the Rail Traffic has entered the yard and is clear of the switchlocked points, the points and switchlock are then restored to normal and the Train Controller advised accordingly.
10 Passenger High Level Platforms for Australind railcars are situated on Main Line
Beela Road Level Crossing
1. Flashing light warning signals and half boom gates are provided at this level crossing.
2. For Down Rail Traffic ex Brunswick North, the flashing light warning signals will commence to operate provided No.77 Down Controlled Absolute Signal is at “Proceed”.
3. For Up Rail Traffic ex Brunswick East, the flashing light warning signals will commence to operate provided No.79 Down Controlled Absolute Signal is at “Proceed”.
4. For Up Rail Traffic enroute to Benger, the flashing light warning signals will commence to operate provided No.76A or No.78A Up Controlled Absolute Signals are at “Proceed”.
5. For Down Rail Traffic enroute to Beela, the flashing light warning signals will commence to operate provided No.76B or No.78B Up Controlled Absolute Signal is at “Proceed”.
6. In the event of it being necessary to authorise Rail Traffic to pass Nos.77 or 79 Down Controlled Absolute Signals or Nos.76A, 76B, 78A or 78B Up Controlled Absolute Signals at the STOP aspect due to a signal failure or other cause, definite instructions must be given by the Network Controller to the Rail Traffic Crew not to proceed over the Beela Road level crossing until satisfied that the flashing light warning signals and boomgates have operated and road vehicles have stopped. To ensure this, it will be necessary for the Rail Traffic Crew, on being authorised to pass the signal at STOP, to move forward until the leading end of the Rail Traffic has passed the signal and then again stop to allow sufficient time for the flashing light warning signals and boomgates to operate and road vehicles to have stopped.
Heppingstone Road Level Crossing
1. Flashing light warning signals are provided at this level crossing.
2. For Down Rail Traffic the Flashing light warning signals will commence to operate provided No. 63 Down Departure Signal is at “Proceed”, or, for movements from the Branch or Loop, when the Rail Traffic passes No. 65 or 67 Up Departure Signal.
3. Owing to the close proximity of the level crossing to No.62 Up Controlled Absolute Signal, Rail Traffic should not be stopped at this signal (where possible), but must be brought within station limits.
4. In the event of it being necessary to authorise Rail Traffic to pass No.63 Down Departure Signal at the STOP aspect, due to a signal failure or other cause, definite instructions must be given by the Network Controller to the Rail Traffic Crew not to proceed over the Heppingstone Road level crossing until satisfied that the boomgates are properly lowered. To ensure this, it will be necessary for the Rail Traffic Crew, on being authorised to pass the signal at STOP, to move forward until the leading end of the Rail Traffic has passed the signal and then again stop to allow sufficient time for the boomgates to be lowered. | 803 | 158 |
| BRUNSWICK East | BRUNSWICK EAST | BRUNSWICK EAST
1. This locality is the junction for the bypass line to Brunswick North.
2. The bypass line between Brunswick East and Brunswick North is within Station Limits of Brunswick Junction.
BRUNSWICK EAST TO COLLIE BRANCH LINE
1. This Branch line is operated in accordance with the rules applicable to Centralised Traffic Control System. | 0 | 1 |
| BEELA | CROSSING LOOP 1284 METRES. | BEELA
1. The signals, points and switchlocks at this station are under the control of the Picton Controller at Picton Junction.
2. A crossing loop is provided at this location.
3. A refuge siding is provided with access from the loop at both ends switchlock controlled.
4. Due to the Steep rising Gradient on the entrance to Worsley, Departure signals 167 and 169 will not display a Proceed aspect unless Signal 173 at Worsley is displaying a Proceed aspect. | 1284 | 10 |
| WORSLEY | UP MAIN 600 MTRS. LOOP MAIN 1057 MTRS. BRANCH MAIN 821 MTRS. REFUGE SIDING 220 MTRS | WORSLEY
1. This station is the junction for the branch line to Hamilton which is operated in accordance with Rule 5001 Centralised Traffic Control System.
2. The signals, points and switchlocks at this station are under the control of the Picton Controller at Picton Junction.
3. A crossing loop is provided.
4. Due to the steep falling gradient in the Up direction, Signals 176, 178 and 180 will not display a proceed aspect until the Departure Signal (174 or 172) is at Proceed.
5. A refuge siding is provided with access from the loop at both ends which are switchlock controlled.
6. The localities of Worsley, Worsley North and Worsley East are within Station Limits of Worsley. | 1057 | 23 |
| WORSLEY East | WORSLEY EAST | WORSLEY EAST
1. This locality is the junction for the bypass line to WORSLEY NORTH for Up trains ex Collie.
2. The bypass line between WORSLEY EAST and WORSLEY NORTH is within station limits. | 0 | 0 |
| COLLIE | MAIN LINE 978 MTRS LOOP 924 MTRS | COLLIE
1. This is a Train Order Station.
2. Station Limits signs are provided 500 metres from facing points at the eastern end and 63 metres from the facing points at the western end.
3. Notice board inscribed and placed on the up side of the line adjacent to the western end station limits sign Collie reads “TRAINS NOT PERMITTED PAST THIS POINT UNLESS AUTHORISED BY TRAIN CONTROL”. All down Rail Traffic must obtain the Picton Controllers permission to pass this point.
4. Notice signs inscribed “Commencement of Train Order Territory” and “End of Train Order Territory” are attached to same post as the Station Limits sign at the eastern end.
5. This station is the termination of the single line from Brunswick Junction, and the line to Ewington Junction, Premier Mine and Ewington Mine.
6. The Collie to Premier Mine and Ewington Mine line is operated under the rules applicable to the Train Order System.
7. A Train Order shed equipped with telephone and lighting is provided at the east end of the yard adjacent to the facing points.
8. This station is located on a steep falling grade from Worsley east and Rail Traffic Crews when approaching this station must keep their Rail Traffic well under control.
9. No.210 Up Departure Signal, operated by the Picton Controller, is located adjacent to the catchpoints leading from the locomotive depot.
10. A “lock on - lock off’ scotchblocks is provided on the loop at the west end and must be placed over the rail and locked when trains are stabled on loop.
11. When the loop is unoccupied the scotchblocks must be locked in the “Lock Off’ position.
12. The points and catchpoints leading to the locomotive depot are operated by a rigid lever secured by a standard padlock.
13. When the points and catchpoints are reversed (set for the locomotive depot), No. 210 Up Departure Signal is electrically prevented from displaying a “Proceed” indication.
14. Self-restoring points and indicators are installed at both ends of Collie, providing access from the main (former No.1 road) to the loop (Former no.2 road). The following instructions apply:
a. For down Rail Traffic Collie to Ewington Junction the indicator will become illuminated when the train is 545 metres on the approach No.20A points.
B. For up Rail Traffic arriving at Collie from Ewington junction which are to be admitted to the loop, the locomotive must stand between the Junction indicator and the white "b" post, located east of Princep street level crossing for 30 seconds, after which the points will be FREE to be called for the loop
c. For Rail Traffic movements from the locomotive depot to the loop the self-restoring points will be free to be moved providing the leading vehicle is standing behind the catchpoints indicator or has been standing on a track circuit between the catch points and the self-restoring points indicator for a period in excess of 30 seconds.
D. For up Rail Traffic from Collie to Worsley standing on the main line or loop "NO STANDING BEYOND THIS POINT" notice boards are erected to identify the points track circuit.
15. Banking of trains in the rear is permissible between Collie and Worsley. The locomotive at the rear of the train must traverse the complete section Collie-Worsley and must not be detached from the train until the arrival of the train complete within station limits of Worsley
NOTE- the locomotive must be properly coupled to the train with the continuous brake effective throughout the train.
Princep Street Level Crossing
1. Flashing light warning signals are provided at this level crossing.
2. The flashing lights will commence to operate for Down Rail Traffic 81 metres from the crossing, a speed restriction of 10 kph will apply.
3. For Down Rail Traffic travelling via the loop the flashing lights will commence to operate when the train is 98 metres from the crossing, a speed restriction of 10kph will apply.
4. For Up Rail Traffic approaching the level crossing the lights will commence to operate when the train is 243 metres from the level crossing, a speed restriction of 25kph will apply.
5. Notice boards inscribed" NO STANDING BEYOND THIS POINT AND THE CROSSING" are erected to prevent premature flashing of the level crossing lights when trains are standing on the main line and loop.
Lefroy Street Level Crossing
1. Flashing lights warning signals are provided at this level crossing.
2. For Up Rail Traffic from the Ewington Junction line the flashing light warning signals will commence to operate when the Rail Traffic has passed the notice board indicated in paragraph 5.
3. For Down Rail Traffic the flashing light warning signals will commence to operate when the Rail Traffic is 375 metres from the level crossing.
4. Down Rail Traffic standing at the Station Limit sign inside station limits at the eastern end will activate the flashing lights on Lefroy Street level crossing and a Competent Worker must be provided to protect the crossing. | 937 | 40 |
| EWINGTON JUNCTION | EWINGTON JUNCTION | EWINGTON JUNCTION
EWINGTON JUNCTION
1. This is a Train Order NON CROSSING station.
2. Station Limits signs are located:-
a. 100 metres from the toe of the facing points for Rail Traffic approaching from East Collie Junction.
b. 150 metres from the fouling point of the two lines for Rail Traffic approaching from Premier Mine.
c. 150 metres from the fouling point of the two lines for Rail Traffic approaching from Ewington Mine.
3. Train Order Non Crossing Station indicator signs are erected approximately 500 metres from the Station Limits signs.
4. A Self Restoring Point Indicator (coloured light type) as described in Procedure 9022 Operation of Self Restoring Points is located on the left hand side of the track opposite the points as seen by Rail Traffic Crews approaching from Collie.
5. The radio code for the points is 1-4-8.
6. The self-restoring points will automatically set to the reverse position for Up direction movements from the Mine as trains proceed over Coalfields Road level crossing.
7. When Track Machines, Ballast trains or other work trains are to work on the approach to the Self-restoring points, the points must be set as required and the crank handle removed to ensure the points remain secured for the route set. The crank handle must be restored only when the rail traffic has completely cleared the points. | 0 | 51 |
| EWINGTON MINE | EWINGTON MINE | EWINGTON
1. This is a Train Order Crossing Station and is the loading site for the Ewington mine.
2. A balloon loop is provided beyond the loading bin.
3. Station Limits signs are located 500 metres on the approach to the loading bin.
4. A Train Order Crossing Station indicator sign is located approximately 500 metres from the Station Limits sign.
5. A telephone cabin is provided 350 metres from the loading bin. | 2500 | 52 |
| PREMIER MINE | PREMIER MINE | PREMIER MINE
1. This is a Train Order Crossing Station and comprises a balloon loop only. Special care must be taken when a crossing takes place at this station.
2. Self-restoring points are provided at the junction to the balloon loop with the normal setting being for Rail Traffic to travel around the balloon on a clockwise direction.
3. A Self Restoring Point Indicator (coloured light type) as described in Procedure 9022 Operation of Self Restoring Points is located on the left hand side of the track opposite the points as seen by Rail Traffic Crews approaching from Collie. The NORMAL position will indicate one white light for movements entering the balloon loop via the points set for the divergence to the left, and the REVERSE position will indicate one yellow light for movements out of the balloon loop via the points set for the straight.
4. The radio code for the points is 3-8-9.
5. The self-restoring points will automatically set to the reverse position for Up direction movements from the Mine as a train approaches the points.
6. Station Limits signs are erected 1160 metres from the balloon loop facing points.
7. A Train Order Crossing Station indicator is located approximately 500 metres on the approach to the Station Limits sign.
8. A telephone shed with telephone is provided.
9. A Train Order is not to be issued for departing loaded trains by Network Control until the Rail Traffic Crew has received confirmation of the wagon weights from Train Management. If for any reason the wagons need to be re-weighed due to missed weights or load adjustments the train is to propel back into Premier Mine from this point. | 2900 | 13 |
| PICTON | MAIN LINE 1546 MTRS. CROSSING LOOP 1098 MTRS. RailBAM: 2.291KM POST | PICTON JUNCTION
1. This Station is the junction for the Lambert (Non-Operational) and Bunbury Inner Harbour Junction Branch lines.
2. The Signalling and Interlocking at Picton Junction is operated by the Network Controller Picton.
3. Access to the Yard from No 3 road is provided at the eastern extremity via No.515 Points.
4. Access to the Yard from the Western end is via No 509. Points.
5. A Ballast Dead-end has been created on the Non-Operational Boyanup Branch Main to allow for shunt movements.
Harris Road Level Crossing
1. Flashing light warning signals are provided at this level crossing.
2. For Up Rail Traffic the flashing light warning signals will commence to operate provided No.24 Up Controlled Absolute Signal is at "Proceed".
3. For Down Rail Traffic the flashing light warning signals will commence to operate provided No.23 or No.27 Down Controlled Absolute Signal is at "Proceed".
4. In the event of it being necessary to authorise Rail Traffic to pass No.24 Up Controlled Absolute Signal or No.23 or No.27 Down Controlled Absolute Signal at the STOP aspect, definite instructions must be given by the Network Controller to the Rail Traffic Crew not to proceed over Harris Road level crossing until satisfied the flashing light warning signals are operating and road vehicles have stopped. To ensure this, it will be necessary for the Rail Traffic Crew, on being authorised to pass the signal at STOP, to move forward until the leading end of the Rail Traffic has passed the signal and then again stop to allow sufficient time for the flashing light warning signals to operate and road vehicles to have stopped.
PICTON JUNCTION TO BUNBURY INNER HARBOUR JUNCTION LINE
1. This branch line is operated under the rules applicable to Centralised Traffic Control from Picton Junction to Bunbury Inner Harbour Junction. The Bunbury Inner Harbour Junction to W.A.C.A.P. siding section is within Station Limits of Bunbury Inner Harbour.
2. Rail Traffic travelling to and from WA Chip and Pulp Siding (W.A.C.A.P.) cannot be crossed at Bunbury Inner Harbour Junction.
South West Highway Level Crossing
1. Flashing light warning signals and half boom arms are provided at this level crossing.
2. When Up Rail Traffic from Bunbury Inner Harbour cannot be immediately admitted within station limits of Picton Junction the Rail Traffic must be detained at No. 12 Up Controlled Absolute Signal to avoid delay to road traffic. A 15 km/h level crossing speed restriction sign is situated adjacent to No. 12 Controlled Absolute Signal for Up Rail Traffic stopping at No. 12 Controlled Absolute Signal.
3. Down Rail Traffic for Bunbury Inner Harbour must not be signalled to depart from either 15, 17 or 19 Departure signals until assurance is received from the Above Rail Operator that the Rail Traffic is ready to depart or will not be required to stop. Rail Traffic must not be held at these Departure signal showing a Proceed indication as this will block South West Highway.
4. All shunt movements are to be restricted to either the Bypass or towards Picton.
Estuary Drive Level Crossing
1. Flashing light warning signals, bells and half boom gates are provided at this level crossing.
2. For Down Rail Traffic the flashing light warning signals will commence to operate provided that No. 305 Down Controlled Absolute Signal is at proceed.
3. For Up Rail Traffic the flashing light warning signals will commence to operate provided that No. 306, 308, 310 or 312 Up Departure Signal is at proceed.
4. In the event of it being necessary to authorise Rail Trafic to pass No. 305 Down Controlled Absolute Signal or No. 306, 308, 310 or 312 Up Departure Signal at STOP, due to a signal failure or other cause, definite instructions must be given by the Network Controller to the Rail Traffic Crew not to pass over the crossing until satisfied that the flashing light warning signals are operating, the half boom gates are lowered and road vehicles have stopped. To ensure this, it will be necessary for the Rail Traffic Crew, on being authorised to pass the signal at STOP, to move forward until the leading end of the Rail Traffic has passed the signal and then stop to allow sufficient time for the flashing light warning signals to operate, the half boom gates to lower and road vehicles to have stopped.
Leschenault Drive North Level Crossing
1. Flashing light warning signals are provided at this level crossing. There are level crossing Speed Restriction Signs of 10 km/h on the Up approaches from the Alcoa and Worsley Alumina Sidings.
2. For Down Rail Traffic, the flashing light warning signals will commence to operate provided that No. 303 Down Controlled Absolute Signal is at proceed.
3. For Down direction Rail Traffic movements to the Worsely Out road the flashing light warning signals will commence to operate when Rail Traffic occupies track circuit YG. Rail Traffic must not stop short of the crossing, except in an emergency, and must proceed to signal No. 307 and straddle the crossing until signalled forward.
4. For down direction Rail Traffic movements to the Alcoa Out road the flashing light warning signals will commence to operate when Rail Traffic occupies track circuit YF. Rail Traffic must not stop short of the crossing, except in an emergency, and must proceed over the crossing.
5. For Up Rail Traffic, the flashing light warning signals will commence to operate provided that Up Controlled Absolute Signal No. 298, 300, 302 or 320 is at proceed.
6. In the event of it being necessary to authorise Rail Traffic to pass No. 303 Down Controlled Absolute Signal or No. 298, 302, 300 or 320 Up Controlled Absolute Signal at STOP, due to a signal failure or other cause, definite instructions must be given by the Network Controller to the Rail Traffic Crew not to pass over the crossing until satisfied that the flashing light warning signals are operating and road vehicles have stopped. To ensure this, it will be necessary for the Rail Traffic Crew, on being authorised to pass the signal at STOP, to move forward until the leading end of the Rail Traffic has passed the signal and then again stop to allow sufficient time for the flashing light warning signals to operate and road vehicles to have stopped.
7. When Up Rail Traffic is directed from either Signal No. 300 or 320 with the intent to use Signal No. 307 to shunt back into Worsley Alumina Sidings, the rail Traffic must not clear the level crossing island track circuit. To ensure this does not happen, it will be necessary for the Rail Traffic Crew to move forward in the Up direction until the trailing end of the Rail Traffic has passed signal No. 307 and then stop. With the Rail Traffic straddling the roadway the flashing lights will continue to flash until the Rail Traffic has set back completely past No. 307 signal.
Leschenault Drive South Level Crossing
1. Flashing light warning signals are provided at this level crossing.
2. For Down Rail Traffic, the flashing light warning signals will commence to operate automatically when the train occupies track circuit YM.
3. For Up Rail Traffic, the flashing light warning signals will commence to operate provided No. 318 Up Controlled Absolute Signal is at proceed.
4. In the event of it being necessary to authorise Rail Traffic to pass No. 318 Up Controlled Absolute Signal at STOP, due to a signal failure or other cause, definite instructions must be given by the Network Controller to the Rail Traffic Crew not to pass over the crossing until satisfied that the flashing light warning signals are operating and road vehicles have stopped. To ensure this, it will be necessary for the Rail Traffic Crew, on being authorised to pass the signal at STOP, to move forward until the leading end of the Rail Traffic has passed the signal and then again stop to allow sufficient time for the flashing light warning signals to operate and road vehicles to have stopped. | 1098 | 175 |
| PICTON | MAIN LINE 1546 MTRS. CROSSING LOOP 1098 MTRS. RailBAM: 2.291KM POST | PICTON JUNCTION
1. This Station is the junction for the Lambert (Non-Operational) and Bunbury Inner Harbour Junction Branch lines.
2. The Signalling and Interlocking at Picton Junction is operated by the Network Controller Picton.
3. Access to the Yard from No 3 road is provided at the eastern extremity via No.515 Points.
4. Access to the Yard from the Western end is via No 509. Points.
5. A Ballast Dead-end has been created on the Non-Operational Boyanup Branch Main to allow for shunt movements.
Harris Road Level Crossing
1. Flashing light warning signals are provided at this level crossing.
2. For Up Rail Traffic the flashing light warning signals will commence to operate provided No.24 Up Controlled Absolute Signal is at "Proceed".
3. For Down Rail Traffic the flashing light warning signals will commence to operate provided No.23 or No.27 Down Controlled Absolute Signal is at "Proceed".
4. In the event of it being necessary to authorise Rail Traffic to pass No.24 Up Controlled Absolute Signal or No.23 or No.27 Down Controlled Absolute Signal at the STOP aspect, definite instructions must be given by the Network Controller to the Rail Traffic Crew not to proceed over Harris Road level crossing until satisfied the flashing light warning signals are operating and road vehicles have stopped. To ensure this, it will be necessary for the Rail Traffic Crew, on being authorised to pass the signal at STOP, to move forward until the leading end of the Rail Traffic has passed the signal and then again stop to allow sufficient time for the flashing light warning signals to operate and road vehicles to have stopped.
PICTON JUNCTION TO BUNBURY INNER HARBOUR JUNCTION LINE
1. This branch line is operated under the rules applicable to Centralised Traffic Control from Picton Junction to Bunbury Inner Harbour Junction. The Bunbury Inner Harbour Junction to W.A.C.A.P. siding section is within Station Limits of Bunbury Inner Harbour.
2. Rail Traffic travelling to and from WA Chip and Pulp Siding (W.A.C.A.P.) cannot be crossed at Bunbury Inner Harbour Junction.
South West Highway Level Crossing
1. Flashing light warning signals and half boom arms are provided at this level crossing.
2. When Up Rail Traffic from Bunbury Inner Harbour cannot be immediately admitted within station limits of Picton Junction the Rail Traffic must be detained at No. 12 Up Controlled Absolute Signal to avoid delay to road traffic. A 15 km/h level crossing speed restriction sign is situated adjacent to No. 12 Controlled Absolute Signal for Up Rail Traffic stopping at No. 12 Controlled Absolute Signal.
3. Down Rail Traffic for Bunbury Inner Harbour must not be signalled to depart from either 15, 17 or 19 Departure signals until assurance is received from the Above Rail Operator that the Rail Traffic is ready to depart or will not be required to stop. Rail Traffic must not be held at these Departure signal showing a Proceed indication as this will block South West Highway.
4. All shunt movements are to be restricted to either the Bypass or towards Picton.
Estuary Drive Level Crossing
1. Flashing light warning signals, bells and half boom gates are provided at this level crossing.
2. For Down Rail Traffic the flashing light warning signals will commence to operate provided that No. 305 Down Controlled Absolute Signal is at proceed.
3. For Up Rail Traffic the flashing light warning signals will commence to operate provided that No. 306, 308, 310 or 312 Up Departure Signal is at proceed.
4. In the event of it being necessary to authorise Rail Trafic to pass No. 305 Down Controlled Absolute Signal or No. 306, 308, 310 or 312 Up Departure Signal at STOP, due to a signal failure or other cause, definite instructions must be given by the Network Controller to the Rail Traffic Crew not to pass over the crossing until satisfied that the flashing light warning signals are operating, the half boom gates are lowered and road vehicles have stopped. To ensure this, it will be necessary for the Rail Traffic Crew, on being authorised to pass the signal at STOP, to move forward until the leading end of the Rail Traffic has passed the signal and then stop to allow sufficient time for the flashing light warning signals to operate, the half boom gates to lower and road vehicles to have stopped.
Leschenault Drive North Level Crossing
1. Flashing light warning signals are provided at this level crossing. There are level crossing Speed Restriction Signs of 10 km/h on the Up approaches from the Alcoa and Worsley Alumina Sidings.
2. For Down Rail Traffic, the flashing light warning signals will commence to operate provided that No. 303 Down Controlled Absolute Signal is at proceed.
3. For Down direction Rail Traffic movements to the Worsely Out road the flashing light warning signals will commence to operate when Rail Traffic occupies track circuit YG. Rail Traffic must not stop short of the crossing, except in an emergency, and must proceed to signal No. 307 and straddle the crossing until signalled forward.
4. For down direction Rail Traffic movements to the Alcoa Out road the flashing light warning signals will commence to operate when Rail Traffic occupies track circuit YF. Rail Traffic must not stop short of the crossing, except in an emergency, and must proceed over the crossing.
5. For Up Rail Traffic, the flashing light warning signals will commence to operate provided that Up Controlled Absolute Signal No. 298, 300, 302 or 320 is at proceed.
6. In the event of it being necessary to authorise Rail Traffic to pass No. 303 Down Controlled Absolute Signal or No. 298, 302, 300 or 320 Up Controlled Absolute Signal at STOP, due to a signal failure or other cause, definite instructions must be given by the Network Controller to the Rail Traffic Crew not to pass over the crossing until satisfied that the flashing light warning signals are operating and road vehicles have stopped. To ensure this, it will be necessary for the Rail Traffic Crew, on being authorised to pass the signal at STOP, to move forward until the leading end of the Rail Traffic has passed the signal and then again stop to allow sufficient time for the flashing light warning signals to operate and road vehicles to have stopped.
7. When Up Rail Traffic is directed from either Signal No. 300 or 320 with the intent to use Signal No. 307 to shunt back into Worsley Alumina Sidings, the rail Traffic must not clear the level crossing island track circuit. To ensure this does not happen, it will be necessary for the Rail Traffic Crew to move forward in the Up direction until the trailing end of the Rail Traffic has passed signal No. 307 and then stop. With the Rail Traffic straddling the roadway the flashing lights will continue to flash until the Rail Traffic has set back completely past No. 307 signal.
Leschenault Drive South Level Crossing
1. Flashing light warning signals are provided at this level crossing.
2. For Down Rail Traffic, the flashing light warning signals will commence to operate automatically when the train occupies track circuit YM.
3. For Up Rail Traffic, the flashing light warning signals will commence to operate provided No. 318 Up Controlled Absolute Signal is at proceed.
4. In the event of it being necessary to authorise Rail Traffic to pass No. 318 Up Controlled Absolute Signal at STOP, due to a signal failure or other cause, definite instructions must be given by the Network Controller to the Rail Traffic Crew not to pass over the crossing until satisfied that the flashing light warning signals are operating and road vehicles have stopped. To ensure this, it will be necessary for the Rail Traffic Crew, on being authorised to pass the signal at STOP, to move forward until the leading end of the Rail Traffic has passed the signal and then again stop to allow sufficient time for the flashing light warning signals to operate and road vehicles to have stopped. | 1098 | 175 |
| BUNBURY Worsley | WORSLEY ALUMINA PTY LTD | WORSLEY ALUMINA PTY LTD
1. Unless authorised to the contrary by the Network Controller Picton desk, Rail Traffic proceeding to the unloading point must do so via the main line to Worsley “In” road and traverse the balloon loop in an anti-clockwise direction before returning empty via the Worsley Alumina “Out” road controlled by No. 320 Up Controlled Absolute Signal and No. 310 Up Departure Signal.
2. Rail Traffic departing from the Caustic Soda siding must after obtaining permission from the Network Controller Picton desk, depart via the Alcoa “Out” road (controlled by No. 298 Up Controlled Absolute Signal and No. 308 Departure Signal) or via the Worsley “Out” road (controlled by No. 300 Up Controlled Absolute Signal and No. 310 Departure Signal) as the case may be. | 0 | 0 |
| BUNBURY Alcoa | ALCOA SIDING | ALCOA SIDING
1. Unless authorised to the contrary by AWR's Rail Operations Lead, trains proceeding to the unloading point must do so via the main line to Alcoa “In” sidings and traverse the balloon loop in an anti-clockwise direction before returning empty, via the Alcoa “Out” siding line controlled by No.298 Up Controlled Absolute Signal and No.308 Up Departure Signal. | 0 | 0 |
| BUNBURY Inner Junction | BUNBURY INNER HARBOUR JUNCTION | BUNBURY INNER HARBOUR JUNCTION
1. This junction provides access to the Western Power, Alcoa, Worsley Alumina Pty Ltd Private Sidings and the W.A.C.A.P. private sidings. | 0 | 4 |
| PICTON | MAIN LINE 1546 MTRS. CROSSING LOOP 1098 MTRS. RailBAM: 2.291KM POST | PICTON JUNCTION
1. This Station is the junction for the Lambert (Non-Operational) and Bunbury Inner Harbour Junction Branch lines.
2. The Signalling and Interlocking at Picton Junction is operated by the Network Controller Picton.
3. Access to the Yard from No 3 road is provided at the eastern extremity via No.515 Points.
4. Access to the Yard from the Western end is via No 509. Points.
5. A Ballast Dead-end has been created on the Non-Operational Boyanup Branch Main to allow for shunt movements.
Harris Road Level Crossing
1. Flashing light warning signals are provided at this level crossing.
2. For Up Rail Traffic the flashing light warning signals will commence to operate provided No.24 Up Controlled Absolute Signal is at "Proceed".
3. For Down Rail Traffic the flashing light warning signals will commence to operate provided No.23 or No.27 Down Controlled Absolute Signal is at "Proceed".
4. In the event of it being necessary to authorise Rail Traffic to pass No.24 Up Controlled Absolute Signal or No.23 or No.27 Down Controlled Absolute Signal at the STOP aspect, definite instructions must be given by the Network Controller to the Rail Traffic Crew not to proceed over Harris Road level crossing until satisfied the flashing light warning signals are operating and road vehicles have stopped. To ensure this, it will be necessary for the Rail Traffic Crew, on being authorised to pass the signal at STOP, to move forward until the leading end of the Rail Traffic has passed the signal and then again stop to allow sufficient time for the flashing light warning signals to operate and road vehicles to have stopped.
PICTON JUNCTION TO BUNBURY INNER HARBOUR JUNCTION LINE
1. This branch line is operated under the rules applicable to Centralised Traffic Control from Picton Junction to Bunbury Inner Harbour Junction. The Bunbury Inner Harbour Junction to W.A.C.A.P. siding section is within Station Limits of Bunbury Inner Harbour.
2. Rail Traffic travelling to and from WA Chip and Pulp Siding (W.A.C.A.P.) cannot be crossed at Bunbury Inner Harbour Junction.
South West Highway Level Crossing
1. Flashing light warning signals and half boom arms are provided at this level crossing.
2. When Up Rail Traffic from Bunbury Inner Harbour cannot be immediately admitted within station limits of Picton Junction the Rail Traffic must be detained at No. 12 Up Controlled Absolute Signal to avoid delay to road traffic. A 15 km/h level crossing speed restriction sign is situated adjacent to No. 12 Controlled Absolute Signal for Up Rail Traffic stopping at No. 12 Controlled Absolute Signal.
3. Down Rail Traffic for Bunbury Inner Harbour must not be signalled to depart from either 15, 17 or 19 Departure signals until assurance is received from the Above Rail Operator that the Rail Traffic is ready to depart or will not be required to stop. Rail Traffic must not be held at these Departure signal showing a Proceed indication as this will block South West Highway.
4. All shunt movements are to be restricted to either the Bypass or towards Picton.
Estuary Drive Level Crossing
1. Flashing light warning signals, bells and half boom gates are provided at this level crossing.
2. For Down Rail Traffic the flashing light warning signals will commence to operate provided that No. 305 Down Controlled Absolute Signal is at proceed.
3. For Up Rail Traffic the flashing light warning signals will commence to operate provided that No. 306, 308, 310 or 312 Up Departure Signal is at proceed.
4. In the event of it being necessary to authorise Rail Trafic to pass No. 305 Down Controlled Absolute Signal or No. 306, 308, 310 or 312 Up Departure Signal at STOP, due to a signal failure or other cause, definite instructions must be given by the Network Controller to the Rail Traffic Crew not to pass over the crossing until satisfied that the flashing light warning signals are operating, the half boom gates are lowered and road vehicles have stopped. To ensure this, it will be necessary for the Rail Traffic Crew, on being authorised to pass the signal at STOP, to move forward until the leading end of the Rail Traffic has passed the signal and then stop to allow sufficient time for the flashing light warning signals to operate, the half boom gates to lower and road vehicles to have stopped.
Leschenault Drive North Level Crossing
1. Flashing light warning signals are provided at this level crossing. There are level crossing Speed Restriction Signs of 10 km/h on the Up approaches from the Alcoa and Worsley Alumina Sidings.
2. For Down Rail Traffic, the flashing light warning signals will commence to operate provided that No. 303 Down Controlled Absolute Signal is at proceed.
3. For Down direction Rail Traffic movements to the Worsely Out road the flashing light warning signals will commence to operate when Rail Traffic occupies track circuit YG. Rail Traffic must not stop short of the crossing, except in an emergency, and must proceed to signal No. 307 and straddle the crossing until signalled forward.
4. For down direction Rail Traffic movements to the Alcoa Out road the flashing light warning signals will commence to operate when Rail Traffic occupies track circuit YF. Rail Traffic must not stop short of the crossing, except in an emergency, and must proceed over the crossing.
5. For Up Rail Traffic, the flashing light warning signals will commence to operate provided that Up Controlled Absolute Signal No. 298, 300, 302 or 320 is at proceed.
6. In the event of it being necessary to authorise Rail Traffic to pass No. 303 Down Controlled Absolute Signal or No. 298, 302, 300 or 320 Up Controlled Absolute Signal at STOP, due to a signal failure or other cause, definite instructions must be given by the Network Controller to the Rail Traffic Crew not to pass over the crossing until satisfied that the flashing light warning signals are operating and road vehicles have stopped. To ensure this, it will be necessary for the Rail Traffic Crew, on being authorised to pass the signal at STOP, to move forward until the leading end of the Rail Traffic has passed the signal and then again stop to allow sufficient time for the flashing light warning signals to operate and road vehicles to have stopped.
7. When Up Rail Traffic is directed from either Signal No. 300 or 320 with the intent to use Signal No. 307 to shunt back into Worsley Alumina Sidings, the rail Traffic must not clear the level crossing island track circuit. To ensure this does not happen, it will be necessary for the Rail Traffic Crew to move forward in the Up direction until the trailing end of the Rail Traffic has passed signal No. 307 and then stop. With the Rail Traffic straddling the roadway the flashing lights will continue to flash until the Rail Traffic has set back completely past No. 307 signal.
Leschenault Drive South Level Crossing
1. Flashing light warning signals are provided at this level crossing.
2. For Down Rail Traffic, the flashing light warning signals will commence to operate automatically when the train occupies track circuit YM.
3. For Up Rail Traffic, the flashing light warning signals will commence to operate provided No. 318 Up Controlled Absolute Signal is at proceed.
4. In the event of it being necessary to authorise Rail Traffic to pass No. 318 Up Controlled Absolute Signal at STOP, due to a signal failure or other cause, definite instructions must be given by the Network Controller to the Rail Traffic Crew not to pass over the crossing until satisfied that the flashing light warning signals are operating and road vehicles have stopped. To ensure this, it will be necessary for the Rail Traffic Crew, on being authorised to pass the signal at STOP, to move forward until the leading end of the Rail Traffic has passed the signal and then again stop to allow sufficient time for the flashing light warning signals to operate and road vehicles to have stopped. | 1098 | 175 |
| BRUNSWICK East | BRUNSWICK EAST | BRUNSWICK EAST
1. This locality is the junction for the bypass line to Brunswick North.
2. The bypass line between Brunswick East and Brunswick North is within Station Limits of Brunswick Junction.
BRUNSWICK EAST TO COLLIE BRANCH LINE
1. This Branch line is operated in accordance with the rules applicable to Centralised Traffic Control System. | 0 | 1 |
| WORSLEY | UP MAIN 600 MTRS. LOOP MAIN 1057 MTRS. BRANCH MAIN 821 MTRS. REFUGE SIDING 220 MTRS | WORSLEY
1. This station is the junction for the branch line to Hamilton which is operated in accordance with Rule 5001 Centralised Traffic Control System.
2. The signals, points and switchlocks at this station are under the control of the Picton Controller at Picton Junction.
3. A crossing loop is provided.
4. Due to the steep falling gradient in the Up direction, Signals 176, 178 and 180 will not display a proceed aspect until the Departure Signal (174 or 172) is at Proceed.
5. A refuge siding is provided with access from the loop at both ends which are switchlock controlled.
6. The localities of Worsley, Worsley North and Worsley East are within Station Limits of Worsley. | 1057 | 23 |
| WORSLEY North | WORSLEY NORTH | WORSLEY NORTH
1. The Branch line Worsley North to Hamilton is operated in accordance with the Rules applicable to Automatic Signalling (single line).
2. This locality is the junction of the bypass line to Worsley East for trains from Hamilton enroute to Collie.
3. The bypass line between Worsley North and Worsley East is within Station Limits of Worsley. | 0 | 0 |
| HAMILTON | BALLOON LOOP | HAMILTON
1. This location is the terminating point of the branch line from Worsley and Worsley North.
2. The Down Home Signal is fixed at "STOP". All train movements into the Refinery are controlled by the Shunt Signal attached to the Controlled Absolute Signal No. 187 mast.
3. A Traffic Annex containing the crank handle and telephone is located adjacent to the Controlled Absolute Signal No. 187.
4. All trains arriving at Hamilton must be admitted to No.1 Siding (arrival) and traverse the balloon loop in an anti-clockwise direction.
5. The whole rail complex within Hamilton is within Station Limits and Rail Traffic Crews must keep a vigilant lookout as more than one train may be in the complex at any one time.
Worsley Alumina Refinery - Security Gates and Communication
1. The gates when normal, are locked across each of the four refinery siding lines.
2. When a train is about to enter the refinery No.187 Shunt Signal must be operated from the Picton Panel for the desired route; this action will set the points in the appropriate position, but the shunt signal will not display a proceed aspect at this stage. When the approaching train passes Down Approach Signal No.D8 the gate controls will be activated and the gates will be opened. When the gates are locked in the open position an indication of "Gates Open" will be illuminated on the Picton Control Panel and No.187 shunt signal will display a "Proceed" aspect. The gates will remain locked in the open position until the train has passed through the gates.
3. Departure Signal No.184, No.186 or No.190 (as the case maybe) will display a "Proceed" aspect when the security gates are open, or a train is outside the gates.
4. In the event of the gates being closed on arrival of an incoming or outgoing train, communication with the Network Controller at Picton must be made by means of the radio or the telephone provided adjacent to the security gates. The Network Controller will then contact the Security Guards at the refinery and arrange for the gates to be opened.
5. “Lock On-Lock Off” scotch blocks have been provided on the coal siding and Alumina siding and are normally locked in the " Lock Off " position.
6. Keys for the padlocks securing the scotch blocks are held by the company which will notify Train Management officer prior to locking the scotch blocks over the rails on every occasion and again when the scotch blocks are locked off. | 0 | 0 |
| WORSLEY East | WORSLEY EAST | WORSLEY EAST
1. This locality is the junction for the bypass line to WORSLEY NORTH for Up trains ex Collie.
2. The bypass line between WORSLEY EAST and WORSLEY NORTH is within station limits. | 0 | 0 |
| WORSLEY North | WORSLEY NORTH | WORSLEY NORTH
1. The Branch line Worsley North to Hamilton is operated in accordance with the Rules applicable to Automatic Signalling (single line).
2. This locality is the junction of the bypass line to Worsley East for trains from Hamilton enroute to Collie.
3. The bypass line between Worsley North and Worsley East is within Station Limits of Worsley. | 0 | 0 |
| TILLEY TO KARARA RAILWAY | TILLEY TO KARARA RAILWAY | TILLEY TO KARARA RAILWAY
This is a private railway owned by Karara Rail Property Limited (KRPL) and train
control is managed by Arc Infrastructure Midwest Control at the Metro Control Centre.
This railway is operated according to the Arc Infrastructure's Network Safeworking Rules and Procedures applicable to Train Order Working from Tilley to Karara Station Limits.
1. Access from the Mullewa main line is located at the 336.805 km within the Station Limits at Tilley.
2. Self restoring points with colour light Indicators are provided at the 336.805 km with the normal setting for the Karara main line and operates as per Procedure 9022 Operation of Self Restoring Points.
3. Station Limit signs are erected 300 metres from the 336.805 km.
4. A Train Order Crossing Station indicator sign is erected 520 metres from the Station Limits sign. | 0 | 335 |
| ANSTEEL | NON CROSSING STATION | ANSTEEL
(22 km from Tilley)
1. This is a Train Order Non Crossing station.
2. Station Limits signs are provided at the 20.079 km and the 25.089 km.
3. Train Order Non Crossing Station indicator sign is erected 550 metres from the Station Limits sign.
4. No telephone cabin is provided. | 0 | 22 |
| GINDALBIE | CROSSING LOOP: 1300 METRES | GINDALBIE
(54 km from Tilley)
1. This is a Train Order Crossing Station.
2. Station Limits signs are erected 1700 metres from the facing points in each
direction.
3. Train Order Crossing Station indicator sign is erected approximately 500 meters from the Station Limits sign.
4. Self restoring points with coloured light indicators are provided at each end of the loop and operated as per Procedure 9022 of the Arc Infrastructure's Network Safeworking Rules and Procedures.
5. No telephone cabin is provided.
6. Loaded iron ore services are to take the main ine when crossings are to be effected. | 1300 | 54 |
| KARARA | KARARA | KARARA
(71.630 km from Tilley)
1. This is an attended Train Order Non Crossing station. Train Orders are to be issued to Station Limits only.
2. Station Limits signs are erected 1950 meters from the facing points to the Balloon Loop.
3. Karara Station is a Non Crossing Station and all traffic movements within the Karara Station, , will be arranged by the KRPL Supervisor
4. End of and Commencement of Train Order Territory, signs are erected 1950 meters from the facing points to the Balloon Loop.
5. Self-restoring points with coloured light indicators are provided at the entrance to the Balloon Loop and refuge siding and shall be set and only operated by KRPL staff.
6. The Balloon Loop facing self-restoring points are set for entry in the counter clockwise direction.
7. When a Train Order has been issued to Station Limits the Rail Traffic Crew must obtain Authority from KRPL Supervisor, then request permission to pass station limits from the Network Controller. The last vehicle of the Rail Traffic must have passed the Station Limits sign complete before the Train Order is fulfilled.
8. An in motion weighbridge is located at 72.88 km on the Balloon Loop.
9. A refuge siding with 300 metres standing room is provided.
10. On completion of loading of the Lead Loader Operator will confirm loading has been completed and that all loaders are clear then hand the train back to the KRPL Supervisor.
11. When arriving a train into Karara while a loaded Train is already inside the Karara station the KRPL Supervisor will move the departing train to the fouling point marker at the end of the Balloon Loop and shall ensure any other rail traffic approaching Karara has arrived in clear of the facing points to the Balloon Loop (K10). Once the arriving train has arrived and has come to a stand at the Do Not Proceed sign at the start of the train load out area the departing train will be moved to Station Limits where the Rail Traffic Crew are to obtain a Movement Authority from the Network Controller prior to entering Train Order Territory. | 0 | 72 |
| GERALDTON | GERALDTON PORT | GERALDTON
(0 km start of the Geraldton Mullewa Railway)
1. This is a signalled station and terminus of the Mullewa railway line.
2. The signalling and interlocking at Geraldton is controlled from Midwest Network Control.
3. “END OF CTC TERRITORY” notice signs are provided 124 metres from 520 Points towards the entry of the PORT.
4. The Up Controlled Absolute Signal 63 is fixed at STOP aspect. Admittance to the port is governed by a low speed shunt aspect which can only be cleared after the approach track is occupied by the incoming Rail Traffic.
5. The stencil type “Arrow” indicators are provided at Signal 63 to indicate road for which the low speed shunt signal is cleared. The left hand arrow is for the ore road and the right hand arrow is for the CBH road.
6. Karara ore services must only arrive on the Ore road. CBH services must only arrive on the CBH road. Other ore services may enter the Port on either the Ore or CBH road provided no conflicting movements are to occur. If an ore service other than a Karara service is to arrive on the Ore road Midwest Control must advise the Geraldton Port Authority Rail Safety Officer of the planned movement.
7. Inbound Rail Traffic Crews must ensure that the K3 / K4 crossover points are correctly set for the passage of their rail traffic.
8. The exit from the port is via Departure Signal 60 or 62. All trains departing from the port must contact Midwest Control and receive permission to pass the Connell Road stop signs (0.630km) before exiting the port. Once permission is given to CBH or Ore services to depart, blocking facilities must be applied by the network controller to prevent conflicting movements
9. CBH and Ore trains must report clear of Connell road stop sign upon arrival at Geraldton Port. If an ore train is to unload upon arrival at Geraldton Port before running round, the Geraldton Port Authority Rail Safety Officer must advise the Network Controller to maintain blocking facilities until service is clear, as it foul Connell Road stop sign for approximately 45 minutes.
10. CBH services must depart from the CBH road. Karara ore services must depart from the Ore road. Other ore services will preferably depart from the CBH road however they may also depart from the Ore road if circumstances make the CBH road unavailable. This is provided there are no conflicting movements. The Midwest Controller must advise the Geraldton Port Authority Rail Safety Officer when this is to occur.
11. Outgoing Rail Traffic Crews must ensure that all points are set correctly for the passage of their rail traffic.
West Fitzgerald Street Pedestrian Crossing 3.990 km
1. Pedestrian flashing light warning signals, bells and pedestrian gates are provided at this crossing.
2. The pedestrian flashing light warning signals, bells and pedestrian gates will operate automatically when a down or up Rail Traffic approaches the level crossing.
3. Rail Traffic must not stop short of the crossing, except in an emergency, and must proceed over the crossing.
4. For all movements over the level crossing the crossing will recover automatically when the whole of the Rail Traffic has passed over the level crossing.
Mahomets Flats Access Road Level Crossing 3.600 km
1. Flashing light warning signals, bells and half boom gates are provided at this level crossing.
2. The flashing light warning signals, bells and boom gates will operate automatically when a down or up Rail Traffic approaches the level crossing.
3. Rail Traffic must not stop short of the crossing, except in an emergency, and must proceed over the crossing.
4. For all movements over the level crossing the crossing will recover automatically when the whole of the Rail Traffic has passed over the level crossing.
Crowther Street Pedestrian Crossing 3.072 km
1. Pedestrian flashing light warning signals, bells and pedestrian gates are provided at this crossing.
2. The pedestrian flashing light warning signals, bells and pedestrian gates will operate automatically when a down or up Rail Traffic approaches the level crossing.
3. Rail Traffic must not stop short of the crossing, except in an emergency, and must proceed over the crossing.
4. For all movements over the level crossing the crossing will recover automatically when the whole of the Rail Traffic has passed over the level crossing.
Separation Point Way Pedestrian Crossing 2.692 km
1. Pedestrian flashing light warning signals, bells and pedestrian gates are provided at this crossing.
2. The pedestrian flashing light warning signals, bells and pedestrian gates will operate automatically when a down or up Rail Traffic approaches the level crossing.
3. Rail Traffic must not stop short of the crossing, except in an emergency, and must proceed over the crossing.
4. For all movements over the level crossing the crossing will recover automatically when the whole of the Rail Traffic has passed over the level crossing.
Shenton Street Pedestrian Crossing 2.346 km
1. Pedestrian flashing light warning signals, bells and pedestrian gates are provided at this crossing.
2. The pedestrian flashing light warning signals, bells and pedestrian gates will operate automatically when a down or up Rail Traffic approaches the level crossing.
3. Rail Traffic must not stop short of the crossing, except in an emergency, and must proceed over the crossing.
4. For all movements over the level crossing the crossing will recover automatically when the whole of the Rail Traffic has passed over the level crossing.
Marine Terrace Level Crossing 1.476 km
1. Flashing light warning signals, bells and half boom gates are provided at this level crossing. Speed restriction signs of 15 kmh are located on the down approaches 147 m from the crossing.
2. For down Rail Traffic the flashing light warning signals, bells and boom gates will commence to operate when the Rail Traffic passes Signal 60 or 62.
3. For up Rail Traffic the flashing light warning signals, bells and boom gates will commence to operate when the Rail Traffic is at 243 m from the crossing irrespective of the condition of Signal 63. The level crossing warning signals will cease and boom gates will rise after a time delay of 45 seconds when Signal 63 shunt is at STOP. The flashing light warning signals will commence to operate again when Low Speed Shunt Signal 63 is set. To ensure that the booms are completely descended, Signal 63 will clear to proceed after a time delay of 20 seconds.
4. Rail Traffic must not stop short of the crossing, except in an emergency, and must proceed over the crossing.
5. In the event of it being necessary to authorise Rail Traffic to pass No. 60 or 62 down departure signal or No. 63 up Controlled Absolute signal at stop, due to a signal failure or other causes, it will be necessary for the Rail Traffic Crew, on being authorised to pass the signal at STOP, to move forward until the leading end of the Rail Traffic has passed the signal and then again stop to allow sufficient time for the flashing lights warning signals to operate and road vehicles to have stopped.
6. For all movements over the level crossing the crossing will recover automatically when the whole of the Rail Traffic has passed over the level crossing. | 0 | 0 |
| NARNGULU YARD | NARNGULU YARD | Effective from Friday the 24th of June 2016 the locks that secure the cotter pin in switchlocked rigid lever points within Narngulu yard, Numbers 538, 547 and 537 will be changed to non-standard key padlocks.
Non Aurizon employees will not to be issued keys to these locks.
Should persons other than Qualified Aurizon employees require access to Narngulu yard or need to operate these points for any reason they must first contact the on duty Service Delivery Supervisor Yards on 08 99237102 or 0419 767041.
Switchlock doors will remain locked with standard key padlocks. | 0 | 13 |
| NARNGULU | MILLENDON AND MULLEWA MAINS 1329 MTRS. | NARNGULU
(13 km from Geraldton)
1. This station is a junction for MR and Mullewa line.
2. The signalling and interlocking at Narngulu is controlled from Midwest Control.
3. Following Rail Traffic moves are allowed in the block section from Narngulu to Geraldton. Departure Signal 71 or 73 are allowed to clear once the Rail Traffic in advance has passed the intermediate Signal U6.
4. Points 531 and 534 will automatically restore to normal after a Rail Traffic movement over them.
5. Admittance to the Aurizon Narngulu yard is governed via:
a. Signal 70 shunt cleared for No. 1 road for down direction Rail Traffic from Geraldton.
b. Switchlock 537 for down direction Rail Traffic from Geraldton.
c. Switchlock 538 or 547 for up direction Rail Traffic from Mullewa or down direction Rail Traffic from Millendon.
6. Admittance to the Narngulu triangle is governed via;
a. Switchlock 536 for down direction Rail Traffic from Geraldton.
b. Switchlock 541 for up direction Rail Traffic from Mullewa or down direction Rail Traffic from Millendon.
7. The operation of the Switchlocks 536, 537, 538 and 541 are as per Procedure 9024 Operation of Switchlocks of the Arc Infrastructure's Network Safeworking Rules and Procedures.
8. The access to the yard from eastern extremity is controlled by Switchlock 547. When required for shunting operation from either Signal 95 or Signal 97 following procedure must be observed –
a. Request use of the switchlock from Midwest Control.
B. On receipt of permission, open the switchlock door, and on observing the free indication turn the small handle to the left position, set the points in the required direction, turn small handle in the switchlock to the right, close and secure switchlock door;
c. A Train Acceptance Button (TAB) is provided on the side wall of the switchlock, which, when pressed, will permit a proceed indication to be exhibited in either Signal 95 shunt or Signal 97 shunt subject to the Network Controller having operated the relevant button at the console;
d. The TAB button must be depressed until such time as the leading vehicle of the Rail Traffic has passed over Rudds Gully level crossing.;
e. When the last vehicle is clear of the points the switchlock door is reopened, small handle turned left, points restored to normal, small handle turned to right, switchlock door closed and secured and the Midwest Control advised accordingly.
9. Midwest Control should avoid holding Rail Traffic at No 97 signal to prevent obstructing Arthur Road level crossing.
10. Train Order Working is in force on MR line for up rail Traffic behind Signal 99. “COMMENCEMENT OF TRAIN ORDER TERRITORY” notice sign for UP direction Rail Traffic and “END OF TRAIN ORDER TERRITORY” notice sign for down direction Rail Traffic are provided at this location.
11. Shunt movement within Narngulu can be made up to limit of shunt sign erected at 451.104 km on Millendon mainline without in possession of a Train Order.
12. All rail traffic movements (except Road Rail Vehicles) beyond the limit of shunt sign must be in possession of a Train Order.
Rudds Gully Road Level Crossing 13.658 km
1. Flashing light warning signals, bells and half boom gates are provided at this level crossing.
2. Following speed restrictions are applicable to this crossing:
a. 40 kph for both up and down approaches from the Mullewa Main
b. 40 kph for up approach from the Millendon Main
c. 45 kph for down approach from the MR line
3. For down Rail Traffic on the Mullewa line the flashing light warning signals, bells and boom gates will commence to operate 317 metres from the crossing provided Signal 90 is at proceed.
4. For up Rail Traffic on the Mullewa line the flashing light warning signals, bells and boom gates will commence to operate when the Rail Traffic passes Signal 97.
5. For down Rail Traffic on the MR line the flashing light warning signals, bells and boom gates will commence to operate when the Rail Traffic is at 354 m from the crossing irrespective of the condition of Signal 95. The level crossing warning signals will cease and boom gates will rise after a time delay of 45 seconds when Signal 95 is at STOP. The flashing light warning signals will commence to operate again when Signal 95 is set. To ensure that the booms are completely descended, Signal 95 will clear to after a time delay of 15 seconds.
6. For up Rail Traffic on the Millendon line the flashing light warning signals, bells and boom gates will commence to operate 317 metres from the crossing provided Signal 92 is at proceed.
7. Rail Traffic must not stop short of the crossing, except in an emergency, and must proceed over the crossing.
8. In the event of it being necessary to authorise Rail Traffic to pass Signal 90 or 92 or 95 at STOP, due to a signal failure or other causes, the Rail Traffic Crew is not to pass over the crossing until satisfied that the flashing light warning signals are operating and road vehicles have stopped. To ensure this, it will be necessary for the Rail Traffic Crew, on being authorised to pass the signal at STOP, to move forward until the leading end of the Rail Traffic has passed the signal and then again stops to allow sufficient time for the flashing lights warning signals to operate and road vehicles to have stopped.
9. For all movements over the level crossing the crossing will recover automatically when the whole of the Rail Traffic has passed over the level crossing.
Geraldton–Walkaway Road Level Crossing 13.827 km
1. Flashing light warning signals, bells and half boom gates are provided at this level crossing.
2. Following speed restrictions are applicable to this crossing:
a. 40 kph for both down approaches from Mullewa and Millendon Main
b. 45 kph for up approach from Mullewa Mainline
3. For down Rail Traffic the flashing light warning signals, bells and boom gates will commence to operate automatically once the Rail Traffic passes Signal 90 or 92.
4. For up Rail Traffic the flashing light warning signals, bells and boom gates will commence to operate when the Rail Traffic is at 354 metres from the crossing irrespective of the condition of the Signal 97. The level crossing warning signals will cease and boom gates will rise after a time delay of 45 seconds when Signal 97 is at stop. The flashing light warning signals will commence to operate again when Signal 97 is set. To ensure that the booms are completely descended, Signal 97 will clear to proceed after a time delay of 15 seconds.
5. Rail Traffic must not stop short of the crossing, except in an emergency, and must proceed over the crossing.
6. In the event of it being necessary to authorise Rail Traffic to pass Signal 97 at stop, due to a signal failure or other causes, the Rail Traffic Crew is not to pass over the crossing until satisfied that the flashing light warning signals are operating and road vehicles have stopped. To ensure this, it will be necessary for the Rail Traffic Crew, on being authorised to pass the signal at stop, to move forward until the leading end of the Rail Traffic has passed the signal and then again stops to allow sufficient time for the flashing lights warning signals to operate and road vehicle to have stopped.
7. For all movements over the level crossing the crossing will recover automatically when the whole of the Rail Traffic has passed over the level crossing.
Goulds Road Level Crossing 10.663 km
1. Flashing light warning signals, bells and half boom gates are provided at this level crossing.
2. The flashing light warning signals, bells and boom gates will operate automatically when a down or up Rail Traffic approaches the level crossing.
3. Midwest Control should avoid holding Rail Traffic at No 70 signal to prevent obstructing this level crossing.
4. Rail Traffic must not stop short of the crossing, except in an emergency, and must proceed over the crossing.
5. For all movements over the level crossing the crossing will recover automatically when the whole of the Rail Traffic has passed over the level crossing. | 1329 | 452 |
| NARNGULU EAST | NARNGULU EAST (Aurizon)
(16 km from Geraldton) | NARNGULU EAST (Aurizon)
(16 km from Geraldton)
This location is within Station Limits of Narngulu.
1. This station provides access to an Aurizon Service Depot at Narngulu.
2. The signalling and interlocking at Narngulu East is controlled from by Midwest Control.
3. Access to the depot for up directions Rail Traffic is via Turnout 553 A/B and for down direction Rail Traffic is via Turnout 554 A/B.
4. Points 553 and 554 will automatically restore to normal after a train movement over them. | 0 | 16 |
| GRANTS | CROSSING LOOP 1266 METRES. | GRANTS
(24 km from Geraldton)
1. A Crossing loop only is provided at this station.
2. The signalling and interlocking at Grants is controlled by Midwest Control. | 1266 | 24 |
| NORTHERN GULLY | CROSSING LOOP 1262 MTRS. | NORTHERN GULLY
(41 km from Geraldton)
1. This is a Crossing station with additional Refuge Siding.
2. The signalling and interlocking at Northern Gully is controlled by Midwest Control.
3. The operation of the Switch lock 562 and 565 is as per Procedure 9024 Operation of Switchlocks of the Network Safeworking Rules and Procedures.
Northern Gully South Road Level Crossing 40.190km.
1. Flashing light warning signals are provided at this level crossing.
2. For Down Rail Traffic the flashing light warning signals will commence to operate when the Rail Traffic is 486m from the crossing irrespective of the condition of Signal 130. The level crossing warning signals will cease after a time delay of 55 sec if Signal 130 is at Stop. The flashing light warning signals will commence to operate again when Signal 130 is set. To ensure adequate warning is given to road traffic, Signal 130 will clear to Proceed after a time delay of 15 sec.
3. For Up Rail Traffic on mainline the flashing light warning signals will commence to operate when the Rail Traffic is at 658m from the crossing irrespective of the condition of Signal 133. The level crossing warning signals will cease after a time delay of 55 sec if Signal 133 is at Stop. The flashing light warning signals will commence to operate again when Signal 133 is set. To ensure adequate waring is given to road traffic, Signal 133 will clear to Proceed after a time delay of 15 sec.
4. For Up Rail Traffic on loop line the flashing light warning signals will commence to operate when the Rail Traffic is at 658m from the crossing irrespective of the condition of Signal 131. The level crossing warning signals will cease after a time delay of 55 sec if Signal 131 is at Stop. The flashing light warning signals will commence to operate again when Signal 131 is set. To ensure adequate waring is given to road traffic, Signal 131 will clear to Proceed after a time delay of 15 sec.
5. Rail Traffic must not stop short of the crossing, except in an emergency, and must proceed over the crossing.
6. In the event of it being necessary to authorise Rail Traffic to pass No 130 Down Controlled Absolute Signal or No 131 or 133 Up Departure Signal at stop, due to a signal failure or other causes, definite instruction must be given by the Network Controller to the Rail Traffic Crew not to pass over the crossing until satisfied that the flashing light warning signals are operating and road vehicles have stopped. To ensure this, it will be necessary for the Rail Traffic Crew, on being authorised to pass the signal at STOP, to move forward until the leading end of the Rail Traffic has passed the signal and then again stops to allow sufficient time for the flashing lights warning signals to operate and road vehicles to have stopped.
7. For all movements over the level crossing the crossing will recover automatically when the whole of the train has passed over the level crossing. | 1262 | 41 |
| ERADU | CROSSING LOOP 1460 METRES. | ERADU
(56 km from Geraldton)
1. A Crossing loop only is provided at this station.
2. The signalling and interlocking at Eradu is controlled by Midwest Control.
4. Loaded Trains Crossing at Eradu.
Due to the falling grade at this station, loaded trains crossing here must be held at the Home signal, after the opposing train has arrived in clear the loaded train can then be given a run through Where a request is received to conduct a crew changeover at this location the changeover is to take place at the landing pad provided.
Where it is unavoidable to bring the loaded train up to the Departure signal at STOP, the crew must proceed with extreme caution targeting to stop well short of the Departure signal and the Train Controller is to advise the crew as soon as the panel show the train is in clear.
Eradu North Road Level Crossing 55.340 km
1. Flashing light warning signals are provided at this level crossing.
2. For Down Rail Traffic the flashing light warning signals will commence to operate when the Rail Traffic is 536 metres from the crossing irrespective of the condition of Signal 150. The level crossing warning signals will cease after a time delay of 60 sec if Signal 150 is at Stop. The flashing light warning signals will commence to operate again when Signal 150 is set. To ensure adequate warning for road traffic, Signal 150 will clear to Proceed after a time delay of 20 sec.
3. For Up Rail Traffic on mainline the flashing light warning signals will commence to operate when the Rail Traffic is 464 metres from the crossing irrespective of the condition of the Signal 153. The level crossing warning signals will cease after a time delay of 50 sec if Signal 153 is at Stop. The flashing light warning signals will commence to operate again when Signal 153 is set. To ensure adequate warning is given to road traffic, Signal 153 will clear to Proceed after a time delay of 15 sec.
4. For Up Rail Traffic on loop line the flashing light warning signals will commence to operate when the Rail Traffic is 464 metres from the crossing irrespective of the condition of the Signal 151. The level crossing warning signals will cease after a time delay if Signal 151 is at Stop. The flashing light warning signals will commence to operate again when Signal 151 is set. To ensure adequate warning is given to road traffic, Signal 151 will clear to Proceed after a time delay of 15 sec.
5. Rail Traffic must not stop short of the crossing, except in an emergency, and must proceed over the crossing.
6. In the event of it being necessary to authorise Rail Traffic to pass No: 150 Down Home Signal or No: 153 Up Departure Signal at Stop, due to a signal failure or other causes, definite instruction must be given by the Network Controller to the Rail Traffic Crew not to pass over the crossing until satisfied that the flashing light warning signals are operating and road vehicles have stopped. To ensure this, it will be necessary for the Rail Traffic Crew, on being authorised to pass the signal to STOP, to move forward until the leading end of the locomotive or rail car has passed the signal and then again stops to allow sufficient time for the flashing lights warning signals to operate and road vehicles to have stopped.
7. 7. For all movements over the level crossing the crossing will recover automatically when the whole of the train has passed over the level crossing.
Geraldton Mullewa Road Level Crossing 51.392km
1. Flashing lights warning signals are provided at this level crossing.
2. The flashing light warning signals will operate automatically when Down or Up Rail Traffic approaches the level crossing.
3. Rail Traffic must not stop short of the crossing, except in an emergency, and must proceed over the crossing.
4. For all movements over the level crossing the crossing will recover automatically when the whole of the Rail Traffic has passed over the level crossing. | 1460 | 56 |
| NOLA | CROSSING LOOP: 1300 METRES | NOLA
(73 km from Geraldton)
1. This is a Crossing Station on the Mullewa line with a Switchlock controlled refuge siding on the west end of the loop.
2. The signalling and interlocking at Nola is controlled by Midwest Control.
3. The operation of the Switchlock 581 is as per Procedure 9024 Operation of Switchlocks.
Geraldton Mullewa Road Level Crossing 76.843 km
1. Flashing light warning signals are provided at this level crossing.
2. The flashing light warning signals will operate automatically when a Down or Up Rail Traffic approaches the level crossing.
3. Rail Traffic must not stop short of the crossing, except in an emergency, and must proceed over the crossing.
4. For all movements over the level crossing the crossing will recover automatically when the whole of the Rail Traffic has passed over the level crossing.
Geraldton Mullewa Road Level Crossing 81.182 km
1. Flashing light warning signals are provided at this level crossing.
2. The flashing light warning signals will operate automatically when a Down or Up Rail Traffic approaches the level crossing.
3. Rail Traffic must not stop short of the crossing, except in an emergency, and must proceed over the crossing.
4. For all movements over the level crossing the crossing will recover automatically when the whole of the Rail Traffic has passed over the level crossing. | 1300 | 73 |
| TENINDEWA | CROSSING LOOP 1270M | TENINDEWA
(92 km from Geraldton)
1. This is a Crossing Station on the Mullewa line with a Switchlock controlled refuge siding on the west end of the loop.
2. The signalling and interlocking at Tenindewa is controlled from Midwest Control.
3. The operation of the Switchlock 590 is as per Procedure 9024 Operation of Switchlocks.
Tenindewa North Road Level Crossing 91.010 km
1. Flashing light warning signals are provided at this level crossing.
2. For Down Rail Traffic the flashing light warning signals will commence to operate when the Rail Traffic is at 464 m from the crossing irrespective of the condition of Signal 190. The level crossing warning signals will cease after a time delay 55 sec if Signal 190 is at Stop. The flashing light warning signals will commence to operate again when Signal 190 is set. To ensure adequate warning is given to road traffic, Signal 190 will clear to Proceed after a time delay of 20 sec.
3. For Up Rail Traffic on main line the flashing light warning signals will commence to operate when the Rail Traffic is at 464 m from the crossing provided Signal 191 is at Proceed.
4. For Up Rail Traffic on the loop line the flashing light warning signals will commence to operate when the train is at 464 m from the crossing provided Signal 193 is at Proceed.
5. Rail Traffic must not stop short of the crossing, except in an emergency, and must proceed over the crossing.
6. In the event of it being necessary to authorise Rail Traffic to pass Signal 190, 191 or 193 at Stop, due to a signal failure or other cause, definite instruction must be given by the Network Controller to the Rail Traffic Crew not to pass over the crossing until satisfied that the flashing light warning signals are operating and road vehicles have stopped. To ensure this, it will be necessary for the Rail Traffic Crew, on being authorised to pass the signal at Stop, to move forward until the leading end of the locomotive or rail car has passed the signal and then again stop to allow sufficient time for the flashing lights warning signals to operate and road vehicles to have stopped.
7. For all movements over the level crossing the crossing will recover automatically when the whole of the Rail Traffic has passed over the level crossing. | 1270 | 92 |
| RUVIDINI | Mt Gibson siding Run Around road 586 METRES | RUVIDINI
(104 km from Geraldton)
1. This is a junction station for Mount Gibson Iron Ore siding and Mullewa Main.
2. The signalling and interlocking at Ruvidini is controlled from Midwest Control.
3. Points 596 will automatically restore to normal after a reverse Rail Traffic movement.
Geraldton Mullewa Road Level Crossing 105.549 km (FL 58)
1. Flashing light warning signals are provided at this level crossing.
2. The flashing light warning signals will operate automatically when a Down or Up Rail Traffic approaches the level crossing.
3. Rail Traffic must not stop short of the crossing, except in an emergency, and must proceed over the crossing.
4. For all movements over the level crossing the crossing will recover automatically when the whole of the Rail Traffic has passed over the level crossing. | 586 | 104 |
| MULLEWA | MAIN LINE 642 MTRS. CROSSING LOOP 622 MTRS. | MULLEWA
(429 km from Avon Yard)
(107 km from Geraldton)
1. This is a Train Order Crossing Station.
Note:- Rail Traffic movements between Mullewa and Ruvidini are on signal indications.
2. This station is the junction for the main line from Perenjori and the main line from Geraldton.
3. Station Limits signs are erected as follows:
a. 341 metres from the main line facing points for Rail Traffic approaching from Geraldton.
b. 1440 metres from the main line facing points for Rail Traffic approaching from Perenjori.
4. Train Order Crossing Station Indicator signs are erected approximately 500 metres from the Station Limits signs.
5. Round type point indicators are attached to all main line points and are fitted with Annett’s Locks.
6. Loaded Ore services must not travel via the Loop. For crossings the loaded ore service must take the Main Line.
7. Notice boards that read “RAIL TRAFFIC MUST HAVE A MOVEMENT AUTHORITY OR OBTAIN VERBAL PERMISSION FROM NETWORK CONTROL TO PASS THIS POINT” are placed adjacent to Departure Signal 231 for traffic approaching from Ruvidini and at the fouling points for the main line and loop for Rail Traffic departing Mullewa for Ruvidini.
8. Permission for traffic to depart Mullewa towards Ruvidini must not be given until the route from Departure Signal 231 has been called, the only exception will be for the issue of Alternative Movement Authorities.
9. Telephone communication and battery lighting is provided at the Train Order Shed.
10. Rail Traffic Crews approaching Mullewa from Monger or the CBH Siding must observe extreme caution due to cutting and formation of the line which obstructs the view of the station area.
11. Access to the CBH siding is from the Eastern end of the loop.
12. “Lock On Lock Off” scotch blocks are provided at each end of the loop and on the Pindar line dead end east of the CBH access.
13. In order to avoid prolonged delay to road traffic on Callaghan Street, in the event of it not being possible to admit Rail Traffic beyond Signal 231, the Rail Traffic must be detained at Monger.
Wubin – Mullewa Road Level Crossing (No. 369)
1. Flashing light warning signals are provided at this level crossing.
2. A permanent speed restriction of 10km/h will apply in both directions over the Northam – Mullewa road level crossing on the Mullewa – Pindar branch line only.
3. The flashing light warning signals will operate automatically when a Down or Up train approaches the level crossing.
4. Rail Traffic must not stop short of the crossing, except in an emergency, and must proceed over the crossing.
5. For all movements over the level crossing the crossing will recover automatically when the whole of the Rail Traffic has passed over the level crossing.
Mullewa - Pindar Branch
Mullewa - Pindar is CLOSED TO TRAFFIC
Mullewa - Narngulu Railway
1. This is a signalled line.
2. The signalling and interlocking of this line is controlled from Midwest Control.
3. COMMENCEMENT OF TRAIN ORDER and END OF TRAIN ORDER signs for both Up and Down lines respectively are erected at 86 metres from Mechanical Lever Switch No: 7 alongside the Station Limit Signs.
Avon - Mullewa Railway
1. This line is operated under the rules applicable to the Train Order Working.
2. The section Maya to Perenjori (exclusive) is non operational.
3. The section Mclevie to Maya is closed. | 622 | 429 |
| MULLEWA | MAIN LINE 642 MTRS. CROSSING LOOP 622 MTRS. | MULLEWA
(429 km from Avon Yard)
(107 km from Geraldton)
1. This is a Train Order Crossing Station.
Note:- Rail Traffic movements between Mullewa and Ruvidini are on signal indications.
2. This station is the junction for the main line from Perenjori and the main line from Geraldton.
3. Station Limits signs are erected as follows:
a. 341 metres from the main line facing points for Rail Traffic approaching from Geraldton.
b. 1440 metres from the main line facing points for Rail Traffic approaching from Perenjori.
4. Train Order Crossing Station Indicator signs are erected approximately 500 metres from the Station Limits signs.
5. Round type point indicators are attached to all main line points and are fitted with Annett’s Locks.
6. Loaded Ore services must not travel via the Loop. For crossings the loaded ore service must take the Main Line.
7. Notice boards that read “RAIL TRAFFIC MUST HAVE A MOVEMENT AUTHORITY OR OBTAIN VERBAL PERMISSION FROM NETWORK CONTROL TO PASS THIS POINT” are placed adjacent to Departure Signal 231 for traffic approaching from Ruvidini and at the fouling points for the main line and loop for Rail Traffic departing Mullewa for Ruvidini.
8. Permission for traffic to depart Mullewa towards Ruvidini must not be given until the route from Departure Signal 231 has been called, the only exception will be for the issue of Alternative Movement Authorities.
9. Telephone communication and battery lighting is provided at the Train Order Shed.
10. Rail Traffic Crews approaching Mullewa from Monger or the CBH Siding must observe extreme caution due to cutting and formation of the line which obstructs the view of the station area.
11. Access to the CBH siding is from the Eastern end of the loop.
12. “Lock On Lock Off” scotch blocks are provided at each end of the loop and on the Pindar line dead end east of the CBH access.
13. In order to avoid prolonged delay to road traffic on Callaghan Street, in the event of it not being possible to admit Rail Traffic beyond Signal 231, the Rail Traffic must be detained at Monger.
Wubin – Mullewa Road Level Crossing (No. 369)
1. Flashing light warning signals are provided at this level crossing.
2. A permanent speed restriction of 10km/h will apply in both directions over the Northam – Mullewa road level crossing on the Mullewa – Pindar branch line only.
3. The flashing light warning signals will operate automatically when a Down or Up train approaches the level crossing.
4. Rail Traffic must not stop short of the crossing, except in an emergency, and must proceed over the crossing.
5. For all movements over the level crossing the crossing will recover automatically when the whole of the Rail Traffic has passed over the level crossing.
Mullewa - Pindar Branch
Mullewa - Pindar is CLOSED TO TRAFFIC
Mullewa - Narngulu Railway
1. This is a signalled line.
2. The signalling and interlocking of this line is controlled from Midwest Control.
3. COMMENCEMENT OF TRAIN ORDER and END OF TRAIN ORDER signs for both Up and Down lines respectively are erected at 86 metres from Mechanical Lever Switch No: 7 alongside the Station Limit Signs.
Avon - Mullewa Railway
1. This line is operated under the rules applicable to the Train Order Working.
2. The section Maya to Perenjori (exclusive) is non operational.
3. The section Mclevie to Maya is closed. | 622 | 429 |
| PINDAR | LINE CLOSED | | 0 | 0 |
| DONGARA | MAIN LINE 794 METRES. BRANCH MAIN 794 METRES. | DONGARA
1. This station is the junction for the Eneabba Branch and is a Train Order Crossing Station.
2. The crossing of Rail Traffic is facilitated by use of the Midland Railway Main Line and the Eneabba Branch Main Line.
3. A siding is provided, access to which is gained from the Branch Main and is protected at each end by derailers. These derailers, which are normally in the “Lock Off” position, must be placed across the line and locked when rail vehicles are stowed in the siding and restored to the “Lock Off” position when the siding is clear.
4. Self restoring points are provided on the junction points, north end of Dongara.
5. “Normal” setting of the points will be for the Main Line.
6. Rail Traffic travelling to or from the Branch Main Line will require manual operation of the push button located in the push button case adjacent to the points.
7. A duplicate push button control box is located in the Train Order Shed.
8. Instructions for the operation of self-restoring points are contained in Arc Infrastructure’s Network Safeworking Rules and Procedures 9022 Operation of Self Restoring Points.
9. Round type point indicators are attached to all other Main Lime points.
10. Station Limits signs are erected as follows:
a. 50 metres from the facing points for Rail Traffic approaching from Three Springs
b. 75 metres from the first set of trailing points for Rail Traffic approaching from Eneabba
c. 50 metres from the junction points at the Narngulu end of the station.
11. Train Order Crossing Station indicator signs are erected 500 metres from the Station Limits signs in each direction.
12. Telephone and electric lighting facilities are provided in the Train Order shed.
13. SPECIAL INSTRUCTION FOR CROSSING OF TRAINS
a. When a Train Order has been issued for a train to proceed through Dongara on the Main Line, then any train approaching the station from the Eneabba Branch must only be issued with a Train Order to the Eneabba Branch Station Limits sign.
B. When a Train Order has been issued for a train to proceed through Dongara, either to or from the Eneabba Branch, then any train approaching the station from Midland line must only be issued with a Train Order to the Midland line Station Limits sign.
C. On arrival at the Station Limits sign, the Rail Traffic Crew must contact the Network Controller for permission to enter the station. | 794 | 394 |
| ARROWSMITH | ARROWSMITH | ARROWSMITH
1. This is a Train Order Non Crossing Station.
2. Station Limits signs are erected at 42.10 km and 42.70 km.
3. Train Order Crossing Station Indicator signs are erected approximately 500 metres from the Station Limits signs. | 0 | 42 |
| ENEABBA | CROSSING LOOP 598 METRES. | ENEABBA
1. This is a Train Order Crossing Station.
2. Station Limits signs are erected as follows:-
a. 50 metres from the facing points at the Dongara end of the station.
b. 500 metres from the facing points at the South Mine end of the station.
3. Train Order Crossing Station indicator signs are erected approximately 500 metres from the Station Limits signs.
4. Round type point indicators are attached to all main line points.
5. Telecom communication and electric lighting is provided.
6. A crossing loop is provided at both ends and is protected by scotch blocks which are normally in the “Lock Off” rail position. These scotch blocks must be placed across the line and locked if rail vehicles are stowed in the loop. | 598 | 80 |
| ENEABBA - AMC NORTH | NORTH MINE. | NORTH MINE
1. This is a Train Order Non Crossing Station.
2. Station Limits signs are erected at 87.358km and 88.487km.
3. Train Order Crossing Station Indicator signs are erected approximately 500 metres from the Station Limits signs.
4. Telecom communications and electric lighting are provided in the Company load out cabin. | 0 | 88 |
| SOUTH MINE | SOUTH MINE | SOUTH MINE
1. This is a Train Order Crossing Station with limited crossing facilities only and is the termination point of the Eneabba Railway.
2. Station Limits signs are erected 50 metres from the main line facing points for Rail Traffic approaching from Eneabba.
3. Train Order Crossing Station indicator signs are erected approximately 500 metres from the Station Limits signs.
4. Round type point indicators are attached to the main line facing points.
5. Telephone communications and electric lighting are provided in the Company load out cabin.
6. A runround road is provided at this siding and is protected at each end by scotchblocks.
7. The scotchblocks are normally "Lock Off" and are to be placed over the line and locked when rail vehicles are to be stowed on the runround road. | 477 | 94 |
| MIDLAND | MIDLAND | MIDLAND
(14 km from East Perth Terminal)
1. This station is the Terminal for the Suburban Passenger Service and the Road/Rail Interchange.
2. The Signalling and Interlocking for the narrow gauge Terminal of the Suburban Passenger Service is operated from the Urban Train Control Centre at the Public Transport Centre.
3. The Signalling and Interlocking of the Arc Infrastructure network is controlled by Eastern Control.
4. Eastern Control also controls access from the DG Suburban Main toward Arc Infrastructure network via Slot 41 on the PTA’s signal 51.
5. The Urban Train Control Centre controls access to the DG Suburban Main from the Arc Infrastructure network via Slot 50 on Arc Infrastructure’s signal 28.
6. Where shunting movements are in operation and Rail Traffic has proceeded in one direction after having been signalled to do so, a return move must not be made until the locomotive or shunting unit has proceeded beyond the opposing shunting or running signal in order that a proceed indication may be obtained for the reverse move. This instruction must be observed in its entirety to avoid derailments and damage to interlocking caused by a reverse movement over self-restored points.
7. A Limit of Shunt sign is erected on the DOWN main at the 15.547km for Rail Traffic Movements exiting the PTA network that are required to travel to Forrestfield on the UP main. Upon Rail Traffic being brought to a stand at the Limit of Shunt sign, the Rail Traffic Crew must advise the Network Controller. The Network Controller will then set and secure both the 716 points into reverse for the rail traffic movement. Once the route has been secured, the Network Controller will authorise the movement onto the UP main.
MIDLAND FLASHBUTT RAIL SIDING
1. The Flashbutt rail siding is a private siding and owned by the Public Transport Authority (PTA), 715 points are clipped and secured by PTA padlock and must be unlocked by PTA personnel for use.
Harper Street Level Crossing.
1. Flashing light warning signals, bells and half boomgates are provided at this level crossing.
2. For Down Rail Traffic, the flashing light warning signals, bells and half boomgates will commence to operate provided No.45 Down Controlled Absolute Signal is at “Proceed”.
3. In the event of it being necessary to authorise Rail Traffic to pass No.45 Down Controlled Absolute Signal at the STOP aspect, due to a signal failure or other cause, definite instructions must be given by the Network Controller to the Rail Traffic Crew not to proceed over the Harper Street level crossing until satisfied that the boomgates are properly lowered. To ensure this, it will be necessary for the Rail Traffic Crew, on being authorised to pass the signal at STOP, to move forward until the leading end of the Rail Traffic has passed the signal and then again stop to allow sufficient time for the boomgates to be lowered.
Cale Street Level Crossing.
1. Flashing light warning signals, bells and half boomgates are provided at this level crossing.
2. For Down Rail Traffic, the flashing light warning signals, bells and half boomgates will commence to operate provided No.43 or No.51 Down Controlled Absolute Signal is at “Proceed”.
3. For Up Rail Traffic, the flashing light warning signals, bells and half boomgates will commence to operate provided No.28 Up Controlled Absolute Signal is at “Proceed”.
4. In the event of it being necessary to authorise Rail Traffic to pass No.43 or No.51 Down Controlled Absolute Signal or No. 28 Up Controlled Absolute Signals at the STOP aspect, due to a signal failure or other cause, definite instructions must be given by the Network Controller to the Rail Traffic Crew not to proceed over the Cale Street level crossing until satisfied that the boomgates are properly lowered. To ensure this, it will be necessary for the Rail Traffic Crew, on being authorised to pass the signal at STOP, to move forward until the leading end of the Rail Traffic has passed the signal and then again stop to allow sufficient time for the boomgates to be lowered. | 0 | 14 |
| WOODBRIDGE South | WOODBRIDGE SOUTH | WOODBRIDGE SOUTH
1. The Signalling and Interlocking at this station is operated from the Metro Control Centre at Midland by the Eastern Network Controller.
2. Woodbridge South is the junction of the :-
a. Single dual gauge line to and from Woodbridge West.
b. Double dual gauge line between Midland and Forrestfield.
3. Down Controlled Absolute Signal No.85 with Junction Indicator applicable to Rail Traffic enroute from the Down Main (Forrestfield) to Woodbridge West is released by the Urban Train Controller Public Transport Centre.
4. The Network Controller at Midland must request the Urban Train Controller to release the Down Controlled Absolute Signal No.85 before attempting to set the route from Woodbridge South to Woodbridge West.
BUSHMEAD ROAD LEVEL CROSSING
1. Flashing light warning signals, bells and half boomgates are provided at this level crossing.
2. Trains proceeding to Forrestfield must, where practicable, not be brought to a stand at Nos.82 or 84 Up Controlled Absolute Signals in order not to cause delays to road vehicles at this level crossing.
WEST PARADE LEVEL CROSSING
1. Flashing light warning signals, bells and half boomgates are provided at this level crossing.
2. No.87 Down Controlled Absolute Signal is not to be placed to "Proceed" unless No.85 Down Controlled Absolute Signal is also at "Proceed" in order not to cause delays to road vehicles at this level crossing by a long train standing at No.85 Down Controlled Absolute Signal.
MORRISON ROAD LEVEL CROSSING
1. Flashing light warning signals, bells and half boomgates are provided at this level crossing.
2. MRD traffic lights are provided at the intersection of Morrison Road and Great Eastern Highway, and work in conjunction with the level crossing apparatus.
3. For Down trains ex Woodbridge South, the flashing light warning signals, bells and half boomgates will commence to operate providing No.45 Down Controlled Absolute Signal is at "Proceed".
4. In the event of any failure at the Morrison Road level crossing at Midland an employee of the Communications and Signals Branch is the only one permitted to latch up the half boomgates. The Signals Supervisor and Main Roads Department are to be advised.
5. The Main Roads Department will notify the Network Controller Eastern of any traffic light failure. In this event, the Signals Supervisor Midland, or On Call Technician must be advised immediately.
6. In the event of failure of the flashing light warning signals, bells and half boomgates, a Competent Worker must be sent to act as Handsignal Attendant at this level crossing. The Competent Worker must ascertain Rail Traffic movements on adjacent tracks prior to allowing road vehicles to enter this level crossing.
7. In the event of it being necessary to authorise Rail Traffic to pass No.45 Down Controlled Absolute Signal from Woodbridge South at the STOP aspect, due to a signal failure or other cause, definite instructions must be given by the Network Controller to the Rail Traffic Crew not to proceed over the Morrison Road level crossing until satisfied that the boomgates are properly lowered. To ensure this, it will be necessary for the Rail Traffic Crew, on being authorised to pass the signal at STOP, to move forward until the leading end of the Rail Traffic has passed the signal and then again stop to allow sufficient time for the boomgates to be lowered. | 0 | 1 |
| FORRESTFIELD | 6 km from Midland | FORRESTFIELD
1. The signalling and interlocking is remotely controlled by Eastern Network Control.
The sub-location of Kenwick Junction is within Station limits of Forrestfield.
The area of control covers from 514 signal through to signal 30 and from signal 18 to 512 signal.
2. This Station is a Train Order Station for the Midland Railway Line and the Miling Branch.
3. Rail Traffic movements between Forrestfield and Canning Vale and vice versa are also controlled by Eastern Control.
Areas of Double and Single Line Operation
1. The dual gauge lines between No's 44 and 48 Up Signals and (Forrestfield South), No 34 Down Controlled Absolute Signal (Forrestfield South) and No 42 Down Controlled Absolute Signal are operated under the Rules applicable to double line operation.
Working of Trains
1. Where shunting movements are in operation and Rail Traffic has proceeded in one direction after having been signalled to do so, a return move must not be made until the complete rake has proceeded beyond the opposing shunting or running signal in order that a proceed indication may be obtained for the reverse move.
2. All shunt signals are approach cleared.
3. Propelling of the Pacific National Rail Traffic between Forrestfield and Kewdale in either direction is permitted, any other propelling movements between Forrestfield and Kewdale in either direction is prohibited unless specially authorised by the Head of Operations and Customer Management and then only for special circumstances such as a damaged drawgear.
4. All propelling movements between Forrestfield and Kewdale or vice versa, must have the air brake continuous throughout. The person in charge of shunting must precede the Rail Traffic by either foot or motor vehicle and be in radio contact with the Rail Traffic Crew. The shunting move is to be restricted to a speed of 20km/h.
Forrestfield Weighbridge
1. A Static Weighbridge on the Dual Gauge Arrival and Departure Road No. 2 (aka 5 Long Arrival) Forrestfield located on the northern end of the road 376 metres form 172 signal and 927 metres from 380 signal.
2. A permanent speed restriction of 10 kph applies to all movements over the weighbridge and Speed Restriction signs have been erected. Due to track configuration the Manager Network Operations has approved Permanent Speed Restriction Warning signs not be erected.
3. Rail Traffic Crews and Shunting staff to note the Speed Restriction sign for the Up approach has been placed to the right.
4. Shunting crews are to note the narrow track clearance between the signs and the track and take all necessary precautions for their safety.
5. Single rail vehicles are not permitted to be stabled between the Speed Restriction signs, two or more rail vehicles can be stabled between the Speed Restriction signs.
6. Road users are also to note the location of the Speed Restriction signs as they intrude slightly onto the access road, the access road has been extended around the area of the Weighbridge to compensate.
S.C.T. Siding
1. Access is gained via the dual gauge by pass road and signalled by No 414 ground shunt signal and machine operated points No's 405, 407B and 407A.
2. Exit is signalled by No 416 ground shunt signal and via No's 407B and 405 machine operated points.
GEMCO Siding
1. Access to this siding is gained via No. 414 ground shunt signal through the local ladder for standard gauge and exit is via No 418 ground shunt signal.
2. Narrow gauge access is via No. 468 ground shunt signal and exit is via No. 460 ground shunt signal.
CBH Siding
1. Standard gauge access from the classification roads is via No. 174 ground shunt signal, dual gauge access is from Dual Gauge Arrival and Departure Road No. 2 (aka 5 Long Arrival) via No. 172 ground shunt signal and from Forrestfield South or Kewdale via No's 92, 86 and 82 ground shunt signal and No. 156 Controlled Absolute. Arriving trains are admitted to CBH by the exhibition of No. 156 shunt signal.
2. Exit from CBH to Standard gauge classifications and Dual Gauge Arrival and Departure Road No. 2 (aka 5 Long Arrival) is via No 154 ground shunt signal and to Forrestfield South or Kewdale via No 158 ground shunt signal.
3. The siding is secured by gates electrically controlled by CBH personnel and are opened on request. | 0 | 6 |
| KENWICK JUNCTION | JUNCTION TO MUNDIJONG (NG) OR COCKBURN EAST (SG OR NG) | KENWICK JUNCTION
KENWICK FLASHBUTT DEPOT AND JUNCTION TO MUNDIJONG (NG) OR COCKBURN EAST (SG OR NG)
This is a sub location of Forrestfield and the UP Main between Forrestfield and Kenwick is Bi-directional.
Down Approach to Forrestfield Station Limits is Controlled Absolute signals No.18 on the Dual Gauge Down main and No.22 on the NG Main Kenwick East.
KENWICK EAST
1. This location is the Flashbutt Depot and Kenwick Intermodal Terminal and includes a dual gauge crossover from the Down Main to the Up Main for the purpose of Down rail traffic entry into the Flashbutt Depot.
2. Down rail traffic departing the Flashbutt Depot will travel via the Dual Gauge Up Main to Forrestfield on signal indications.
KENWICK
1. This location is the junction for the narrow gauge line to Kenwick Junction and Armadale and the dual gauge double line to Cockburn Junction.
2. A standard gauge cross-over is not provided.
3. No.30A Up Controlled Absolute Signal Kenwick East to Kenwick Junction is dual controlled by Arc Infrastructure's Eastern Control and the PTA Urban Train Control East Perth. | 0 | 15 |
| CANNING VALE | CANNING VALE |
CANNING VALE
1. This location is the Boundary between Arc Infrastructure's Eastern and Southwest Control.
2. Up Controlled Absolute Signal No. 14 is controlled by Southwest Control, Down Controlled Absolute Signal No. 12 is controlled by Eastern Control. | 0 | 23 |
| KWINANA | MAIN LINE 1334 METRES. CROSSING LOOP 1314 METRES. | KWINANA
1. Standard and narrow gauge yards are provided at this station.
2. This station is a Train Order Station for the Train Order System for the Midland Railway and the Miling Branch.
3. A triangle is provided to give direct access to KBT, CSBP, AGR, WMC, Coogee Chemicals, F.P.A. or CBH private sidings from either the dual gauge main line or the standard or narrow gauge station yards.
4. Both the northern and southern legs of the triangle, including the standard gauge line to CSBP loop, the dual gauge line to CBH, the dual gauge line to KBT, and the narrow gauge line to Bauxite Junction are incorporated within station limits.
5. In order to prevent road issues on Level Crossings between Kwinana and Wellard, the Network Controller should avoid situations where rail Traffic will come to a stand at either D5 or U5 Intermediate signals, this is to be achieved by:
a. prior to allowing a second Down Rail Traffic service to depart Kwinana to Wellard, ensure the preceding service has either arrived in Wellard or route set into Wellard.
b. prior to allowing a second Up Rail Traffic service to depart Wellard to Kwinana, ensure the preceding service has either arrived in Kwinana or route set into Kwinana.
Failure of signals applicable to Dual Gauge Running:-
Kwinana - Signal Nos 26, 27, 102, 104, 108, 100, 112, 162, 184 and 186
1. Upon Rail Traffic being brought to a stop at a signal where that signal is :-
a. applicable to Dual Gauge Track, and
b. is situated near to a set of points or a crossover, the Rail Traffic Crew must communicate with the Network Controller in the normal manner.
2. If the fault has been caused by a failure of the Gauge Discrimination Equipment, then the Network Controller must obtain the following information from the Rail Traffic Crew:-
a. the number of the signal at which the Rail Traffic is stopped ;
b. the number of the Rail Traffic ; and
c. the gauge of the Rail Traffic.
3. The Network Controller must verify the information given by the rail Traffic Crew by repeating back the information outlined in paragraph 2.
4. The Network Controller will then advise the Rail Traffic Crew that the appropriate route will be set and locked and that the Rail Traffic may proceed after confirming that this has been done but must ensure that the track ahead is set to the correct gauge.
Wellard Road Level Crossing
1. Flashing light warning signals and half boom gates at this level crossing.
2. For Down Rail Traffic proceeding toward Wellard, the flashing light warning signals and half boomgates will commence to operate provided Down Departure Signal No.44 is at "Proceed".
3. For Up Rail Traffic proceeding from Wellard the flashing light warning signals and half boomgates will commence to operate when the Rail Traffic passes No. 42 Controlled Absolute Signal.
4. In the event of it being necessary to authorise Rail Traffic to pass No.44 Down Departure Signal at the STOP aspect due to signal failure or other cause, Definite instructions must be given by the Network Controller to the Rail Traffic Crew not to proceed over the Wellard Road level crossing until satisfied that the flashing light, boom gates and warning signals are operating and road vehicles have stopped. To ensure this, it will be necessary for the Rail Traffic Crew, on being authorised to pass the signal at STOP, to move forward until the leading end of the Rail Traffic has passed the signal and then again stop to allow sufficient time for the flashing light warning signals to operate and road vehicles to have stopped. | 1314 | 48 |
| MIDLAND | MIDLAND | MIDLAND
(14 km from East Perth Terminal)
1. This station is the Terminal for the Suburban Passenger Service and the Road/Rail Interchange.
2. The Signalling and Interlocking for the narrow gauge Terminal of the Suburban Passenger Service is operated from the Urban Train Control Centre at the Public Transport Centre.
3. The Signalling and Interlocking of the Arc Infrastructure network is controlled by Eastern Control.
4. Eastern Control also controls access from the DG Suburban Main toward Arc Infrastructure network via Slot 41 on the PTA’s signal 51.
5. The Urban Train Control Centre controls access to the DG Suburban Main from the Arc Infrastructure network via Slot 50 on Arc Infrastructure’s signal 28.
6. Where shunting movements are in operation and Rail Traffic has proceeded in one direction after having been signalled to do so, a return move must not be made until the locomotive or shunting unit has proceeded beyond the opposing shunting or running signal in order that a proceed indication may be obtained for the reverse move. This instruction must be observed in its entirety to avoid derailments and damage to interlocking caused by a reverse movement over self-restored points.
7. A Limit of Shunt sign is erected on the DOWN main at the 15.547km for Rail Traffic Movements exiting the PTA network that are required to travel to Forrestfield on the UP main. Upon Rail Traffic being brought to a stand at the Limit of Shunt sign, the Rail Traffic Crew must advise the Network Controller. The Network Controller will then set and secure both the 716 points into reverse for the rail traffic movement. Once the route has been secured, the Network Controller will authorise the movement onto the UP main.
MIDLAND FLASHBUTT RAIL SIDING
1. The Flashbutt rail siding is a private siding and owned by the Public Transport Authority (PTA), 715 points are clipped and secured by PTA padlock and must be unlocked by PTA personnel for use.
Harper Street Level Crossing.
1. Flashing light warning signals, bells and half boomgates are provided at this level crossing.
2. For Down Rail Traffic, the flashing light warning signals, bells and half boomgates will commence to operate provided No.45 Down Controlled Absolute Signal is at “Proceed”.
3. In the event of it being necessary to authorise Rail Traffic to pass No.45 Down Controlled Absolute Signal at the STOP aspect, due to a signal failure or other cause, definite instructions must be given by the Network Controller to the Rail Traffic Crew not to proceed over the Harper Street level crossing until satisfied that the boomgates are properly lowered. To ensure this, it will be necessary for the Rail Traffic Crew, on being authorised to pass the signal at STOP, to move forward until the leading end of the Rail Traffic has passed the signal and then again stop to allow sufficient time for the boomgates to be lowered.
Cale Street Level Crossing.
1. Flashing light warning signals, bells and half boomgates are provided at this level crossing.
2. For Down Rail Traffic, the flashing light warning signals, bells and half boomgates will commence to operate provided No.43 or No.51 Down Controlled Absolute Signal is at “Proceed”.
3. For Up Rail Traffic, the flashing light warning signals, bells and half boomgates will commence to operate provided No.28 Up Controlled Absolute Signal is at “Proceed”.
4. In the event of it being necessary to authorise Rail Traffic to pass No.43 or No.51 Down Controlled Absolute Signal or No. 28 Up Controlled Absolute Signals at the STOP aspect, due to a signal failure or other cause, definite instructions must be given by the Network Controller to the Rail Traffic Crew not to proceed over the Cale Street level crossing until satisfied that the boomgates are properly lowered. To ensure this, it will be necessary for the Rail Traffic Crew, on being authorised to pass the signal at STOP, to move forward until the leading end of the Rail Traffic has passed the signal and then again stop to allow sufficient time for the boomgates to be lowered. | 0 | 14 |
| MILLENDON JUNCTION | RailBAM/Wheel Condition Monitor/ThermalCAM: 26.7KM POST | MILLENDON JUNCTION
(28 km from East Perth Terminal)
1. This is the junction of the dual gauge line to Avon Yard and the narrow gauge single line to Geraldton.
2. A dual gauge crossover from the Down to the Up Dual Gauge Main Line is provided, for Up direction Rail Traffic, at this Junction.
3. Station Limits signs have been installed to define Station Limits during Single Line Working for movements in the wrong running direction.
PADBURY AVENUE LEVEL CROSSING (BG166)
1. Flashing light warning signals, bells and half boomgates are provided at this level crossing.
2. For approaching Down Rail Traffic, the flashing light warning signals, bells and half boomgates will commence to operate provided No.4R Down Controlled Absolute Signal is at “Proceed”.
3. For an approaching Up Rail Traffic ex Muchea, the flashing light warning signals, bells and half boomgates will commence to operate providing No.4L Up Controlled Absolute Signal is at “Proceed”.
4. For an approaching Up Rail Traffic ex Jumperkine, the flashing light warning signals, bells and half boomgates will commence to operate providing No.6L Up Controlled Absolute Starting Signal is at “Proceed”.
5. In the event of it being necessary to authorise Rail Traffic to pass No.4R Down Controlled Absolute Signal, No.4L Up Controlled Absolute Starting Signal or No.6L Up Controlled Absolute Signal at the STOP aspect, due to a signal failure or other cause, definite instructions must be given by the Network Controller to the Rail Traffic not to proceed over the Padbury Avenue level crossing until satisfied that the boomgates are properly lowered. To ensure this, it will be necessary for the Rail Traffic Crew, on being authorised to pass the signal at STOP, to move forward until the leading end of the Rail Traffic has passed the signal and then again stop to allow sufficient time for the the boomgates to be lowered. | 0 | 28 |
| JUMPERKINE | CROSSING LOOP 1564 METRES. | JUMPERKINE
(41 km from East Perth Terminal)
1. A loop common to both Up and Down Rail Traffic movements is provided. Under no circumstances must it be used for the purpose of stowing rolling stock of any kind without the approval of Arc Infrastructures Head of Operations and Customer Management.
2. To provide safe stowage for defective rail vehicles, switchlocked dead-end refuge sidings are available, accessible off each the Up and Down main lines.
3. Extreme care must be exercised in the event of it being necessary to operate the motorised points by use of the crank handle to ensure that all points required for the passage of the Rail Traffic are correctly aligned, i.e. standard gauge or narrow gauge as the case may be for whichever gauge Rail Traffic the points are required.
4. Special attention must be given to the movable "K" blades as it may be necessary to hand operate several point machines to set the required gauge correctly. The crank handle for the points at each end of the bypass line is located in the Annex to the Relay Room adjacent to the points.
5. Up Refuge Siding (Switchlock controlled)
5.1 When it is necessary to shunt the Up Refuge Siding at Jumperkine, the release of No.7 Switchlock is obtained from the Eastern Controller, Midland in the normal manner and the small handle turned completely over to the left. No.1 lever (facing point lock) must then be placed normal in the frame and levers No .2 (main line facing points), No.3 (movable "K" blades and catch point) and No.1 pulled over, in that order. When shunting is completed and all is clear, levers No.1, 3 and 2 must be replaced in the frame and No.1 lever pulled over. The small handle in the switchlock must be turned completely over to the right, the switchlock secured and the Eastern Controller advised.
INSTRUCTIONS FOR LOCOMOTIVE RUN ROUND JUMPERKINE
1.1. The Rail Traffic is to be admitted to the bi-directional loop and brought to a stand.
2. For shunt movements onto the Down Main the Network Control will confirm there is no Rail Traffic between Millendon Junction and Jumperkine, ensure Controlled Absolute signals 4R at Millendon Junction is set to STOP with Blocking Facilities applied to ‘D’ Track.
3. For shunt movements onto the Up Main the Network Control will confirm there is no Rail Traffic between Moondyne and Jumperkine, ensure Controlled Absolute signal 4 LA/B at Moondyne are set to STOP with Blocking Facilities applied to ‘N’ Track
4. The locomotive is to be detached from the Rail Traffic in the normal manner.
5. The Eastern Controller is to set and lock the bi-directional loop to main points in the Reverse position for a movement of the locomotive on to the main line in the Wrong Running Direction.
6. The Eastern Controller shall Issue an Alternative Movement Authority for the Shunt move onto the Main in the Wrong Running Direction.
7. The Rail Traffic Crew must check that the points are correctly set for the movement of the locomotive from the bi-directional loop to the main line in the Wrong Running Direction and advise the Eastern Controller and request permission to pass 4LB / 10RB signal.
8. When the Locomotive is standing at 2R Down signal, or 12L Up Signal, the remaining Shunt movement will be completed on signal indications to the opposite end of the bi-directional loop and attach to Consist. | 1564 | 41 |
| MOONDYNE | CROSSING LOOP 1537 MTRS. | MOONDYNE
(61 km from East Perth Terminal)
1. A loop common to both Up and Down Rail Traffic movements is provided. Under no circumstances must it be used for the purpose of stowing rolling stock of any kind without the approval of Arc Infrastructures Head of Operations and Customer Management.
2. To provide safe stowage for defective rail vehicles, switchlocked dead-end refuge sidings are available, accessible off each the Up and Down main lines.
3. Extreme care must be exercised in the event of it being necessary to operate the motorised points by use of the crank handle to ensure that all points required for the passage of the Rail Traffic are correctly aligned, i.e. standard gauge or narrow gauge as the case may be for whichever gauge Rail Traffic the points are required.
4. Special attention must be given to the movable "K" blades as it may be necessary to hand operate several point machines to set the required gauge correctly. The crank handle for the points at each end of the bypass line is located in the Annex to the Relay Room adjacent to the points.
5. Up Refuge Siding (Switchlock controlled)
5.1 When it is necessary to shunt the Up Refuge Siding at Jumperkine, the release of No.7 Switchlock is obtained from the Eastern Controller, Midland in the normal manner and the small handle turned completely over to the left. No.1 lever (facing point lock) must then be placed normal in the frame and levers No .2 (main line facing points), No.3 (movable "K" blades and catch point) and No.1 pulled over, in that order. When shunting is completed and all is clear, levers No.1, 3 and 2 must be replaced in the frame and No.1 lever pulled over. The small handle in the switchlock must be turned completely over to the right, the switchlock secured and the Eastern Controller advised.
INSTRUCTIONS FOR LOCOMOTIVE RUN ROUND MOONDYNE
1. The Rail Traffic is to be admitted to the bi-directional loop and brought to a stand.
2. For shunt movements onto the Down Main the Network Control will confirm there is no Rail Traffic between Jumperkine and Moondyne, ensure Controlled Absolute signals 10 RA/B at Jumperkine are set to STOP with Blocking Facilities applied to ‘F’ Track Jumperkine.
3. For shunt movements onto the Up Main the Network Control will confirm there is no Rail Traffic between Toodyay West and Moondyne, ensure Controlled Absolute signals 4 LA/B/C at Toodyay West are set to STOP with Blocking Facilities applied to ‘S’ Track
4. The locomotive is to be detached from the Rail Traffic in the normal manner.
5. The Eastern Controller is to set and lock the bi-directional loop to main points in the Reverse position for a movement of the locomotive on to the main line in the Wrong Running Direction.
6. The Eastern Controller shall Issue an Alternative Movement Authority for the Shunt move onto the Main in the Wrong Running Direction.
7. The Rail Traffic Crew must check that the points are correctly set for the movement of the locomotive from the bi-directional loop to the main line in the Wrong Running Direction and advise the Eastern Controller and request permission to pass 4LB / 10RB signal.
8. When the Locomotive is standing at 2R Down Signal or 12L Up Signal the remaining Shunt movement will be completed on signal indications to the opposite end of the bi-directional loop and attach to Consist. | 1537 | 61 |
| TOODYAY WEST | CROSSING LOOP 1536 MTRS. | TOODYAY WEST
(89km from East Perth Terminal)
1. This is the junction of the Miling Branch line.
2. This is also a Train Order Station.
3. Signs depicting the start and end of Train Order Territory are situated adjacent to 16L Signal. A telephone is located in the building on the west side adjacent to No. 16L Up Controlled Absolute Signal.
4. To facilitate the fulfilling of Train Orders for Up services, a Station Limits sign is located adjacent to the start and end of Train Order Territory sign. Rail Traffic must not pass the Station Limits sign without the permission of Eastern Network Control.
5. The points and signals are operated by the Eastern Control.
6. Due to structural clearance restrictions, Up Controlled Absolute signal 4LB from the Loop to the Up main is a ground mounted Controlled Absolute Signal, its reflectorized marker plate is mounted directly above the signal light, and the coloured aspects are arranged as for ground mounts shunt signals, with Red uppermost then Yellow and Green at the bottom, this is to ensure the Red aspect is most visible.
7. The detaching and leaving of wagons or any other type of rolling stock on the bypass line is strictly prohibited without the approval of Arc Infrastructures Head of Operations and Customer Management.
8. Extreme care must be exercised in the event of it being necessary to operate the motorised points by use of the crank handle to ensure that all points required for the passage of Rail Traffic are correctly aligned, i.e. standard or narrow gauge as the case may be for whichever gauge Rail Traffic the points are required. Special attention must be given to the movable “K” blades as it may be necessary to hand operate several point machines to set the required gauge correctly. The crank handle for the points at each end of the bypass line is located in the Annexe to the Relay Room adjacent to the points.
9. When Rail Traffic is required to shunt at this station the following procedure is to be observed: Eastern Control must be made fully aware of what is required and must not alter signals and points until advised by the person in charge of the shunting that it is safe to do so.
10. Up Refuge Siding (Switchlock controlled)
10.1 When it is necessary to shunt the Up refuge siding at Toodyay West the release of No.8 switchlock is obtained from Eastern Control in the normal manner and the small handle turned completely to the left. No.1 lever (facing point lock) must then be replaced in the frame and levers No.2 (main line facing points) , No.3 (movable “K” blades and catch point) and No.1 pulled over in that order. When shunting is completed and all is clear, levers No.1, 3 and 2 must be replaced in the frame and No.1 lever pulled over. The small handle in the switchlock must be turned completely over to the right, the switchlock secured and Eastern Control advised.
INSTRUCTIONS FOR LOCOMOTIVE RUN ROUND TOODYAY WEST
1. The Rail Traffic is to be admitted to the bi-directional loop and brought to a stand.
2. For shunt movements onto the Down Main the Network Control will confirm there is no Rail Traffic between Moondyne and Toodyay West, ensure Controlled Absolute signals 10 RA/B at Moondyne are set to STOP with Blocking Facilities applied to ‘F’ Track Moondyne.
3. For shunt movements onto the Up Main the Network Control will confirm there is no Rail Traffic between Avon Yard and Toodyay West, ensure Controlled Absolute signals 10, 8 , 6 and 4 at Avon Yard is set to STOP with Blocking Facilities applied to ‘CR’ Track, advise Central Control accordingly.
4. The locomotive is to be detached from the Rail Traffic in the normal manner.
5. The Eastern Controller is to set and lock the bi-directional loop to main points in the Reverse position for a movement of the locomotive on to the main line in the Wrong Running Direction.
6. The Eastern Controller shall Issue an Alternative Movement Authority for the Shunt move onto the Main in the Wrong Running Direction.
7. The Rail Traffic Crew must check that the points are correctly set for the movement of the locomotive from the bi-directional loop to the main line in the Wrong Running Direction and advise the Eastern Controller and request permission to pass 4LB / 24RB signal.
8. When the Locomotive is standing at 2R Down Signal or 26L Up Signal the remaining Shunt movement will be completed on signal indications to the opposite end of the bi-directional loop and attach to Consist. | 1536 | 89 |
| TOODYAY | TOODYAY | A Passenger stopping place only, with high level platform provided. | 0 | 93 |
| AVON YARD | CROSSING LOOP 2079 METRES | AVON YARD
1. This is the junction of the dual gauge double line from Forrestfield, narrow gauge single line to Albany (Great Southern Railway), narrow gauge single line to McLevie (Northern Railway) and the standard gauge single line to Kalgoorlie (Eastern Goldfields Railway), and is a Train Order Station for the Receipt of Train Orders for the Northern Railway and Great Southern Railway.
2. Rules of Operation
2.1 The Great Southern Railway is operated under the Rules applicable to the Train Order Working from Avon Yard to Albany.
2.2 The Northern Railway is operated under the Rules applicable to Train Order Working between Avon Yard and McLevie.
2.3 The Eastern Goldfields Railway is operated under the Rules applicable to Centralised Traffic Control.
3. The signalling and interlocking is operated by the Central Network Controller.
4. Crank handles for manual operation of the points in the event of a failure of the power operated points are located in locked cabinets adjacent to the points to which they apply. Each cabinet is clearly marked with the relevant number of the points. In the event of a points failure, extreme care is necessary to ensure that the correct crank handle is withdrawn for the manual operation of the points.
5. When Alternative Movement Authoirties are to be issued on the standard gauge the Network Controller must not place 64, 61b or 63b signals at proceed from or to the GSR branch until the portion of the track between No.65 and 68 signal is clear of all standard gauge movements.
6. In the event of a failure of the standard gauge signalling and it is necessary for standard gauge Rail Traffic to proceed from Avon Yard to Seabrook or on arrival from Seabrook the Rail Traffic Crew must not proceed over the diamond crossing leading to the Great Southern Railway until assured by the Central Controller that there is no opposing Rail Traffic movement in the narrow gauge Avon Yard - Spring Hill section. Similarly in the event of a failure of the narrow gauge signalling and it is necessary for narrow gauge Rail Traffic to proceed from Avon Yard to Spring Hill or on arrival from Spring Hill the Rail Traffic Crew must not proceed over the diamond crossing leading to the Eastern Goldfields Railway until assured by the Central Controller that there is no opposing Rail Traffic movement in the standard gauge Avon Yard - Seabrook section.
7. Access to or from the SG Yard may be made using any of the Switchlocks 210, 211 or 212 on the SG Loop. Operation of these switch locks is generally as per Procedure 9024 section 3.1 Operation of Switchlocks of the Network Safeworking Rules and Procedures.
8. Access to the SG Yard from Switchlock 212 at the Eastern end of the SG Loop may additionally be accessed via a proceed movement from signal 40, as perProcedure 9024 section 3.1 Operation of Switchlocks.
9. A temporary Stop sign has been installed adjacent to the SG Loop approximately 120 metres on the upside of No. 210 switchlock that reads "STOP Do Not Proceed Without Permission From Control”, this applies to all Up movements on the Loop.
AVON YARD ACCESS ROAD LEVEL CROSSING (FL222)
1. Flashing light warning signals and two manual push buttons for shunting movements are provided at this level crossing.
2. For Down Rail Traffic from the main line, loop or CBH siding the flashing light warning signals will commence to operate provided No.45, 43 or 47 Down Directing Signal is at "Proceed".
3. In the event of Down Rail Traffic being stopped at either No.45, 43 or 47 Down Controlled Absolute Signal, the flashing light warning signals will commence to operate immediately the signal has been placed to "Proceed".
4. In the event of it being necessary to authorise Rail Traffic Crews to pass No.43, 45 or 47 Down Controlled Absolute Signals at the STOP aspect, due to a signal failure or other cause, definite instructions must be given by the Controller to the Rail Traffic Crew not to proceed over the Avon Yard Access Road until satisfied that the flashing light warning signals are operating correctly. To ensure this, it will be necessary for the Rail Traffic Crew, on being authorised to pass the signal at STOP, to move forward until the leading end of the Rail Traffic has passed the signal and then again stop to allow sufficient time for the flashing light warning signals to operate and road vehicles to have stopped. | 2079 | 115 |
| Loading… |
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Section:
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| Loading… |
| AMERY-KALANNIE |
| AVON YARD-ALBANY |
| AVON YARD-GOOMALLING-WEST MERREDIN |
| AVON YARD-MCLEVIE |
| BRUNSWICK JUNCTION - COLLIE |
| BURAKIN-BONNIE ROCK |
| COLLIE - EWINGTON MINE/PREMIER MINE |
| FORRESTFIELD - PICTON JCTN - INNER HBR |
| GERALDTON-MULLEWA |
| KOOLYANOBBING EAST - ESPERANCE |
| KOOLYANOBBING EAST - WEST KALGOORLIE |
| KWINANA - MUNDIJONG |
| KWINANA-AVON YARD Narrow Gauge |
| KWINANA-FORRESTFIELD-GERALDTON |
| KWINANA-ROBB JETTY-KALGOORLIE |
| LAKE GRACE-HYDEN |
| LEONORA-WEST KALGOORLIE-ESPERANCE |
| MAYA-MULLEWA |
| MT WALTON - KWINANA KBT |
| SOUTHERN CROSS - KWINANA |
| TOODYAY WEST-MILING |
| WAGIN-LAKE GRACE-NEWDEGATE |
| WEST MERREDIN-BULLARING, WEST MERREDIN-KONDININ |
| WYALKATCHEM-MUKINBUDIN |
| ALL NETWORK |
| Standard Gauge |
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Criteria:
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| Loading… |
| All Trains |
| Defective Rail Vehicles |
| Freight Trains |
| Interstate Locomotive Operator Crew Vans |
| Locomotives |
| Out of Gauge |
| Speed Ramps |
| Speed Restrictions |
| Standard Terms |
| Track Vehicle Restrictions |
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| ALL | ALL NETWORK | Automatic Air and Vacuum Brake Instructions | Index
Section
1. DEFINITIONS
2. PERSONS AUTHORISED TO CONDUCT BRAKE TESTS
3. BRAKE POWER REQUIREMENTS
4. BRAKE POWER CALCULATIONS
5. EQUIVALENT BOGIE VEHICLES
6. MARSHALLING OF UNBRAKED WAGONS
7. BRAKE PIPE LEAKAGE TEST
8. AIR BRAKE TESTING - WHEN TO BE CONDUCTED
9. MODIFIED BRAKE TEST AT INTERMEDIATE STATIONS WITH TRAIN LOCOMOTIVE
10. CONTINUITY TEST- WHEN TO BE CONDUCTED
11. CONTINUITY TEST – PROCEDURE
12. INSTRUCTIONS TO RAIL TRAFFIC CREW
13. GENERAL INSTRUCTIONS
1. DEFINITIONS
The following definitions are to be used when reading the Automatic Air and Vacuum brake instructions
Terminology Definition
Block Train A train with the same consist used for the conveyance of bulk loading where 50% or more of the wagons on a train are:
• all marshalled together;
• all the same wagon class, and
• all loaded to the same mass
Brake Pipe Leakage Test A test of the train air brake system as defined in section 7
Brake Test A test of the train air brake system as defined in section 8.
Continuity Test A test of the train air brake system as defined in section 11.
Train Classification A type of train as specified in BRAKE POWER REQUIREMENTS, section 3.
Train Inspection The function performed by a Train Examiner when examining and brake testing a train.
Pretest A brake test and examination of a train or part train conducted using a yard test plant or locomotive other than the train locomotive.
Equivalent Bogie Vehicle The standard unit of brake power used in these instructions. Equal to the braking power of 1 individual bogie wagon as defined in section 5.
Unbraked Vehicle A vehicle which has defective brakes; no brake cylinders; or which has a braking system that cannot be operated because it is incompatible with the braking system of the train and/or locomotive.
2. PERSONS AUTHORISED TO CONDUCT BRAKE TESTS.
Any Competent Worker assessed as competent in train examination duties is authorised to conduct train inspections.
3. BRAKE POWER REQUIREMENTS.
3.1 The Rail Traffic Crew of a train is authorised to proceed provided:
• A brake pipe leakage test, brake test and continuity test, where called for in these instructions, have been conducted.
• The number of unbraked wagons and their location in the train complies with requirements in paragraph 3.2.
3.2 Unbraked Wagons Allowed on Train by Number.
3.2.1 TRAINS CONSISTING OF 10 OR MORE BOGIE VEHICLES
• Intrastate Passenger Trains
Nil unbraked at departure, 1 in 10 unbraked enroute. The last 2 vehicles to be braked.
• Intersystem Passenger Trains
Nil unbraked at departure from originating stations at Forrestfield, Sydney and Adelaide.
10% gross trailing load to a maximum of 1 in 10 vehicles unbraked enroute. The last two vehicles to be braked.
• Intersystem Freight Trains
10% gross trailing load to a maximum of 1 in 10 equivalent bogie vehicles unbraked, both at departure and enroute.
The last 2 vehicles to be braked.
If multiple platform vehicles are marshalled on the rear of the train, the following brakes must operate:
- The last 2 brake cylinders on vehicles fitted with body mounted brake cylinders;
- or any 6 bogies on vehicles fitted with Wabcopac brake systems.
3.2.2 TRAINS CONSISTING OF 3 TO 9 BOGIE VEHICLES
• All Passenger Trains
Nil on departure, 1 enroute. Last 2 vehicles to be braked.
• All Other Trains
1 bogie (2 single) vehicles unbraked.
Last 2 bogie or 4 single vehicles to be braked.
3.2.3 TRAINS CONSISTING OF 2 BOGIE VEHICLES
1 bogie (2 single) vehicles unbraked.
Last bogie (2 single) vehicles to be braked.
3.2.4 TRAINS CONSISTING OF 1 BOGIE OR 1 SINGLE WAGON
Brakes to be operative on that wagon.
4. BRAKE POWER CALCULATIONS.
For the purposes of these instructions, the ratio of unbraked vehicles in a train shall be calculated in terms of equivalent bogie vehicles.
In cases where the train consists entirely of individual bogie wagons, the ratio of unbraked vehicles will be determined by counting the actual number of braked and unbraked wagons in that train.
In cases where other types of wagons are included in the train, the ratio of unbraked vehicles must be determined by counting the various types of wagons in terms of their equivalent braking power. This equivalent braking power is expressed in terms of "EQUIVALENT BOGIE VEHICLES." Values to be used when counting the various wagon types are given in the following instruction.
5. EQUIVALENT BOGIE VEHICLES.
Wagons are to be counted in EQUIVALENT BOGIE VEHICLE units in the following manner:
• One bogie counts as 1 single wagon.
• One "TRAILERAIL:' trailer and bogie counts as 1 single wagon.
• Two single wagons count as 1 EQUIVALENT BOGIE VEHICLE.
• Two-pack wagons (which consist of 2 articulated platforms sharing a common bogie) count as 1 EQUIVALENT BOGIE VEHICLE.
• 5 pack wagons, which consist of 5 articulated platforms sharing 4 common bogies, count as 2 EQUIVALENT BOGIE VEHICLES.
o Isolation of a single triple valve on a 5-pack wagon counts as 1 unbraked EQUIVALENT BOGIE VEHICLE.
• 5 pack wagons, which consist of 5 permanently coupled bogie vehicles (e.g. RQWY type), count as 5 EQUIVALENT BOGIE VEHICLES.
o Isolation of 1 individual bogie counts as 1 unbraked single wagon. Isolation of 1 triple valve counts as 2 unbraked EQUIVALENT BOGIE VEHICLES.
6. MARSHALLING OF UNBRAKED WAGONS.
6.1 INDIVIDUAL WAGONS, 2-PACK WAGONS, 5-PACK WAGONS
Unbraked wagons are to be counted in EQUIVALENT BOGIE VEHICLE units in accordance with the previous instruction.
Unbraked wagons are to be marshalled so that not more than 2 unbraked EQUIVALENT BOGIE VEHICLES are coupled together in any one group.
In such cases, 2 braked EQUIVALENT BOGIE VEHICLES must be marshalled on either side of each group of the unbraked vehicles. No braked vehicles are required between a group of unbraked vehicles and the locomotive.
When 2 such groups are marshalled into a train, they must be separated by a minimum of 2 braked EQUIVALENT BOGIE VEHICLES.
6.2 5-PACK WAGONS (which consist of 5 permanently coupled bogie vehicles (e.g. RQWY type))
These wagons are fitted with 2 triple valves (one on each end), and each bogie is fitted with an isolating cock. Individual triple valves and/or bogies are able to be isolated as required.
A maximum of 1 triple valve or 5 bogies are permitted to be isolated on a 5-PACK wagon which is the last wagon on the train.
In all other cases, when a group of 1 or more bogies have the brakes isolated or inoperative, there must be a group of at least the same number of bogies with operative brakes marshalled on each side of the defective bogies.
6.3 VEHICLES RECOVERED FROM DERAILMENT SITES.
The marshalling of vehicles recovered from derailment sites will be determined by the Approved Employee.
Due consideration must be given to the mechanical condition, disposition of loaded wagons with empty wagons and braking ability of the recovered vehicles and a speed restriction, consistent with the damage and braking ability of the recovered vehicles, applied in consultation with the appropriate Infrastructure Manager.
Vehicles recovered from derailment sites are to be correctly marshalled in accordance with these instructions at the first station where marshalling of the train is possible.
Under certain operating conditions from time to time, special written authority may be jointly authorised by the Arc Infrastructure Approved Employee, which must be countersigned by the Rail Traffic Crew, to vary the preceding requirements.
7. BRAKE PIPE LEAKAGE TEST.
The Rail Traffic Crew of the train locomotive must, on locomotives fitted with the facility to isolate the brake pipe pressure maintaining feature on the automatic brake valve, conduct a Brake Pipe Leakage Test.
8. AIR BRAKE TESTING - WHEN TO BE CONDUCTED.
All trains except block trains must be brake tested prior to entering the Arc Infrastructure Network, followed by a modified brake test at any point en route where wagons are attached to the consist continuing forward.
Block trains must be brake tested at a terminal at intervals prescribed by the Operators Programmed Preventative Maintenance cycle and when one or more of the following events occurs:
• the train consist has been altered by attaching untested wagons;
• the train has been left unattended for more than 24 hours; or
Where the Block train has been left unattended for less than 24 hours a Brake Pipe Leakage Test and Full Continuity Test must be conducted.
All trains are to carry a current Train Inspection Certificate, completed by the person conducting the brake test. If a correctly completed Train Inspection Certificate is not available for any train, that train is to be brake tested again and a new Train Inspection Certificate issued.
When Rail Traffic Crew is not qualified in train examination duties are required to conduct a brake test in accordance with these instructions, they must place a tick in the box marked BRAKE TEST ONLY on the Train Inspection Certificate.
All train inspection certificates whether endorsed FULL INSPECTION or BRAKE TEST ONLY will be deemed to be fully compliant with these instructions, and remain valid until a further brake test is required by these instructions.
9. MODIFIED BRAKE TEST AT INTERMEDIATE STATIONS WITH TRAIN LOCOMOTIVE.
When wagons that have not been brake tested are to be attached to a train by the train locomotive, the wagons must be tested prior to marshalling on the train. Unless any of these vehicles are carded for attention, due faulty brakes, all branch pipe isolating cocks must be in the open position. A Brake Pipe Leakage Test and Continuity Test must be conducted on the fully marshalled train prior to departure.
On arrival at the locomotive, the Train Examiner must inform the Rail Traffic Crew the full particulars of the brake test and issue a train inspection certificate.
Should any defect be noted during the train inspection, it must, where possible, be remedied before the train's departure.
10. CONTINUITY TEST- WHEN TO BE CONDUCTED.
10.1 Full Continuity Test on Air/Dual Braked Train
A Full Continuity Test shall be conducted immediately prior to departure on the following occasions:
• Following a terminal brake test with test stand.
• Following any type of modified brake test.
• When Drivers are changed enroute and the locomotive is shut down or the outgoing Rail Traffic Crew does not hand over to the incoming Rail Traffic Crew.
• When the train or portion of the train has been left unattended and cannot be observed during shunting operations.
• When the outgoing Rail Traffic Crew at the originating terminal has not been present either on the ground or within the locomotive cab during the brake test.
• A Continuity Test is not required when the portion of the train continuing forward is not interfered with.
o eg: When wagons are detached from the rear of the train a Continuity Test is not required; however it must be determined that the brakes operate on the last 4 bogies or 8 single wheelsets of the train continuing forward. (See BRAKE POWER REQUIREMENTS for short trains).
10.2 Modified Continuity Test
A Modified Continuity Test shall be conducted immediately prior to departure on the following occasions :
• when locomotives are changed.
• when locomotives are run around the train.
• when wagons are attached in one block.
• when wagons are detached in one block.
• when a brake pipe cock has been closed to undertake repairs while returning to the Locomotives.
If a train, or part of a train is at risk of being interfered with by unauthorised persons during any of the marshalling procedures described above, then a full continuity test must be conducted immediately prior to departure of the train.
11. CONTINUITY TEST – PROCEDURE.
11.1 Full Continuity Test on Air Braked Trains
A Full Continuity Test shall be conducted by the Rail Traffic Crew, Train Examiner or qualified assisting person when required by section 10 in the following manner:
• The Rail Traffic Crew must fully charge the train with air and carry out a brake pipe leakage test if required by section 7 then release the brakes.
• The Train Examiner, or qualified assisting person must couple the portable air brake test instrument to the rear of the last air braked vehicle, and advise the Rail Traffic Crew when the required pressure for a fully charged train has been reached.
o In the event there is an End of Train Device fitted to the rear of the last air braked vehicle on the train, the Rail Traffic Crew is to observe the in cab display to ensure the required pressure for the type of train being tested has been reached.
The Rail Traffic Crew must observe or obtain confirmation that the brake pipe pressure on the last vehicle has reached the required pressure for the type of train being tested, then make a full service brake application from the Rail Traffic Crew’s Automatic brake Valve.
The Train Examiner or qualified assisting person must advise the Rail Traffic Crew when the pressure at the rear of the train reduces to 350 kPa, and observe that the brakes have applied on the last 4 bogies or 8 single wheelsets (see BRAKE POWER REQUIREMENTS for brake requirements on short trains).
In the event there is an End of Train Device fitted to the rear of the last air braked vehicle on the train, the RTC is to observe the in cab display to ensure the pressure at the rear of the train reduces to 350 kPa.
The Rail Traffic Crew must, on being informed by the Train Examiner or qualified assisting person that the brake pipe pressure is 350 kPa, and after the automatic brake valve has stopped exhausting, release the brakes.
The Train Examiner or qualified assisting person must observe the restoration of brake pipe pressure and advise the Rail Traffic Crew when the required brake pipe pressure has been reached, and observe that the brakes have released on the last 4 bogies or 8 single wheelsets.
On completion of the test the Train Examiner or qualified assisting person must inform the Rail Traffic Crew of the last vehicle number on the train.
The Rail Traffic Crew must check this number against the “Train Advice to Rail Traffic Crew form”.
In the event an End of Train Device is used to perform a Continuity test, the Train must have a current Train Inspection Certificate or Brake test certificate that confirms the Brakes are operational on the last 4 bogies or 8 single wheelsets. If this is not available or current, a visual observation of the brakes operating on the last 4 bogies or 8 single wheelsets must be carried out.
11.2 Modified Continuity Test on Air Braked trains
The Modified Continuity Test is a procedure whereby the continuity of the brake pipe can be checked and confirmed at a location within the train consist where brake pipe cocks have been closed, rather than from the rear of the train. This test shall be conducted by the Rail Traffic Crew and Train Examiner or qualified assisting person when required by section 12.
The Modified Continuity Test requires the Train Examiner or qualified assisting person to check and confirm that continuity of the brake pipe has been restored by observing that the brakes apply and release on the first 2 wagons beyond the furthermost coupling point when wagons or locomotives have been attached, or the furthermost point where brake pipe cocks have been closed to make repairs when returning to the locomotive. The test must be conducted in the following manner:
The Train Examiner or qualified assisting person must request the Rail Traffic Crew to make a full service brake application. The Rail Traffic Crew must reduce the brake pipe pressure by 150kPa from the Rail Traffic Crew’s automatic brake valve, and conduct a brake pipe leakage test if wagons or locomotives have been attached to the train.
The Train Examiner or qualified assisting person must observe that the brakes apply on the first 2 wagons beyond the furthermost coupling point or furthermost point where brake pipe cocks have been closed when returning to the locomotive.
After the brakes on these 2 wagons have been observed to apply, and after the brake pipe pressure in the locomotive has stabilised, the Rail Traffic Crew must release the brakes.
The Train Examiner or qualified assisting person must then proceed towards the locomotive and observe that all brakes have released.
11.3 Dual Braked Trains
On dual braked trains, an Air Brake Continuity Test must be conducted from the rear of the last air braked vehicle on the train. Also the Train Examiner or qualified assisting person must notify the Rail Traffic Crew of the amount of vacuum registered at the rear of the last vacuum braked vehicle. The vacuum train pipe registration must be as stipulated in the BRAKE POWER REQUIREMENTS.
11.4 Train being assisted from the rear by a banking locomotive
When a train is being assisted from the rear by a banking locomotive, the Continuity Test must be carried out from the banking locomotive. The Rail Traffic Crew of the banking locomotive must observe continuity by a reduction and then an increase of pressure on the brake pipe pressure gauge in the locomotive cab. When the banking locomotive is removed, it is not necessary to conduct a further Continuity Test on the train.
11.5 The Rail Traffic Crew of Passenger Rail Cars
The Rail Traffic Crew of Passenger Rail Cars when conducting a Continuity test, must request the Train Examiner or qualified assisting person in the rear Rail Traffic Crew’s cab of the last car in the consist to apply the brake.
The Train Examiner on receiving this request, must make an emergency brake application with the emergency valve. The Rail Traffic Crew must observe that emergency pressure falls, thus confirming brake pipe continuity.
The Rail Traffic Crew, on observing the drop in emergency pressure, must inform the Train Examiner or qualified assisting person who must close the emergency valve and observe the rise in pressure.
When the Train Examiner or qualified assisting person observes an emergency pipe pressure of 500 kPa on the gauge, authority can be given to proceed.
11.6 If the Continuity Test indicates that the brake pipe continuity is interrupted
If the Continuity Test indicates that the brake pipe continuity is interrupted, the person who conducted the Continuity Test, in conjunction with the Rail Traffic Crew, must examine the train for closed coupling cocks, or other reasons for the interruption. The interruption must be cleared and continuity established before the authority to proceed is given.
12. INSTRUCTIONS TO RAIL TRAFFIC CREW.
When Rail Traffic Crew are changed en route, and where brake pipe continuity is not interfered with, a continuity test is not required. The incoming Rail Traffic Crew must report to the outgoing Rail Traffic Crew and notify the condition of the air brake. The incoming Rail Traffic Crew must also make a FULL SERVICE APPLICATION with the Rail Traffic Crew's automatic brake valve, and this application must remain in effect until the brake pipe pressure registered on the locomotive pressure gauge has been observed by the outgoing Rail Traffic Crew. The outgoing Rail Traffic Crew must ensure that the Train Inspection Certificate is on the locomotive clip stand.
The Rail Traffic Crew of an outgoing train is responsible for ensuring that an air brake test has been conducted. In the event that it has not been performed and in the absence of another person conducting the brake test, the Rail Traffic Crew (Assisting) must conduct the brake test.
Before continuing a journey from any location where brake pipe continuity within the portion of the train continuing forward has been interfered with, it is the Rail Traffic Crew's responsibility to ensure that a continuity test is conducted.
Should a Rail Traffic Crew find that the train is being retarded or observe any other indication of dragging brakes, the Rail Traffic Crew must stop as soon as practicable and endeavour to rectify the fault.
Should a Rail Traffic Crew discover any defect in the working of the automatic air brake which would affect its safe operation, the Rail Traffic Crew must stop the train and arrange for the train to be secured by the application of hand brakes.
Rail Traffic Crew must ensure that before their locomotive is detached from a train a full service brake application has been made and is effective through the whole train before allowing the brake pipe to be disconnected.
Rail Traffic Crew must, before starting, and at places where the locomotive is changed, or any vehicle/s are attached or detached, establish that the train brake power is in accordance with the train operating data.
13. GENERAL INSTRUCTIONS.
When brake pipe hoses part after the continuity test has been made, or during a journey, another continuity test must be conducted.
Should it be necessary for a train to be removed from a section in two or more portions, a Continuity Test of the air brake must be carried out on each portion of the train prior to removal from the section.
When two or more portions of a parted train are recoupled so as to form the complete train, all air brake coupling cocks must be fully open, except the one at the rear of the last vehicle, and a Continuity Test must be conducted in accordance with instructions. Handbrakes must be checked to ensure all are released prior to proceeding.
When a train is brought to a stand on a grade by the application of the automatic air brake, the train must be held stationary by a full application of the independent air brake on the locomotive, supplemented by as many vehicle hand brakes as is necessary. The automatic air brake must then be released and the train brake system recharged. An automatic air brake application must then be made, sufficient to hold the train on the grade without hand brakes, and the hand brakes on the train must be released prior to restarting the train.
• On a grade, should the train become divided or the continuity of the brake pipe interrupted by a burst hose or other cause, care must be taken to ensure that hand brakes are applied before air brake coupling cocks are closed at the position where brake pipe continuity is interrupted, particularly on the front portion of the train.
• The following is a guide only to the minimum number of hand brakes that must be applied on wagons to hold a train on various grades, provided the locomotive independent brake is fully applied.
Grade Train of All Loaded Bogie Vehicles
1 in 200 Apply 1 in 8
1 in 100 Apply 1 in 4
1 in 50 Apply 1 in 2
1 in 40 Apply 2 in 3
Greater than 1 in 40 Apply all
• Where the locomotive independent brake is faulty, or where the locomotive has failed, or where no locomotive is attached to the train, then hand brakes are to be applied in accordance with Rule 4003 Rail Traffic Integrity of the Network Safeworking Rules and Procedures.
Failure of the Automatic Brake -These instructions will apply in the event of the automatic air brake failing completely or, when from any other cause, insufficient compressed air is available to operate the air brake system efficiently throughout the train.
• In these circumstances, the train must immediately be brought to a stand and secured by the use of the hand brakes on the locomotive and where necessary and practicable by the application of vehicle hand brakes, until arrangements can be made to remove the train from the section with a relief locomotive. The Network Controller must be fully informed of the circumstances.
If the locomotive's independent air brake fails but the locomotive is able to supply air to the train brakes, the train may be worked forward. The maximum permissible speed for such working will be dictated by circumstances, depending on the type and mass of the train involved.
A locomotive or railcar on which the automatic air brake has failed, may assist the relief locomotive to haul the train clear of the section, provided that the automatic air brake is in operation on the relief locomotive, and is connected from that locomotive , and working throughout the whole of the vehicles on the train.
In the event of a failure of the automatic air brake on a locomotive, preventing the operation of the air brake throughout the train, even when a relief locomotive is attached, the defective locomotive must be detached from the train and cleared from the section. In such cases the Rail Traffic Crew of the relief locomotive must exercise care to keep both locomotives under control, and the Rail Traffic Crew of the disabled locomotive must assist by the use of the locomotive hand brake and the application of power when necessary.
| All Trains |
| ALL | ALL NETWORK | Braking Capabilities |
All trains operating on the Arc Infrastructure Rail Network must be capable of stopping within a distance of 2000 metres on a down gradient of 1 in 150, in order to comply with Arc Infrastructure's Rail Track Signals protection and signalling system.
All rail operators are responsible for determining the braking capability of their trains and must manage the speed, load and length of their trains according to this braking capability to ensure the 2000 metre stopping distance prescribed can be achieved. | All Trains |
| ALL | ALL NETWORK | Marshalling. |
Empty wagons on Block trains must be marshalled to the rear of loaded wagons unless otherwise approved by the Head of Operations & Customer Management. | All Trains |
| ALL | ALL NETWORK | Distributed Power Units (DPU) |
The following lines are excluded from DPU operation:
o Pinjarra to Alumina Junction
o Brunswick to Premier
o All standard gauge lines except Koolyanobbing to Esperance
| All Trains |
| ALL | ALL NETWORK | STN Requests for Movements Into the PTA. | Requests for rollingstock movement into the Public Transport Authority (PTA)
Prior to requesting Arc Infrastructure to issue a Special Train Notice (STN) for the movement of rollingstock into the PTA Urban Rail Network, it is the Operator’s responsibility to obtain from the PTA their STN number which must be contained in the Operator’s TAN request to Arc Infrastructure.
Such STN must have reference to the PTA number within the STN. | All Trains |
| ALL | ALL NETWORK | Stabling and Stowing of Rail Vehicles On the Network. |
Rail Vehicles must not be Stabled or Stowed anywhere on the Network without the prior approval of the Head of Operations & Customer Management or Delegate. | All Trains |
| ALL | ALL NETWORK | Maximum Permissible Track Speed on Arc Infrastructure Owned Lines |
This maximum speed does not override any applicable turnout speed, posted Permanent or Temporary speed restriction or the maximum permissible speed for the rollingstock.
The maximum permissible track speed on Arc Infrastructure owned lines is as follows:
a) Main lines, as listed in the General Operational Instructions under “Track Speeds”.
b) Crossing Loops and Arrival roads in Centralised Traffic Control (CTC) Territory is 50 kph.
c) Crossing Loops in Train Order Territory is 50 kph.
d) Yard and Siding lines, including Train Order locations where the CBH siding etc. is used as the crossing loop, is 25 kph.
| All Trains |
| ALL | ALL NETWORK | Defective Rail Vehicles. |
Any Rail Vehicle that has been removed from a service and stabled on the Arc Infrastructure Network due to vehicle defect, must not be moved without the approval of the Head of Operations & Customer Management. | Defective Rail Vehicles |
| ALL | ALL NETWORK | PBHY Passing Restrictions | All SCT trains with PBHY wagons in their consist are not permitted to pass between Avon Yard and Forrestfield unless they pass at Jumperkine, Moondyne or Toodyay West.
If there are opposing SCT services, they must not be signal beyond the most appropriate station until both services have arrived.
If either service is required to traverse the bypass, the opposing service must be held at the first Controlled Absolute signal at that station until the crossing has occurred.
| Freight Trains |
| ALL | ALL NETWORK | Refuelling Rail Traffic. |
The refuelling of Rail Traffic outside Depots must only be carried out at locations agreed to, or approved, by the Head of Operations & Customer Management. | Locomotives |
| ALL | ALL NETWORK | Multiple Locomotive Operations - Narrow Gauge. |
Not more than three locomotives coupled together may be run attached to any freight train on all Narrow Gauge sections, exceptions: Toodyay West to Bolgart no more than two locomotives and Bolgart to Miling one locomotive only, other than trains operating under conditions as laid down.
Four locomotives coupled together may operate on the Geraldton to Tilley track sections provided the requirements are observed.
When two multi coupled locomotives are placed at the lead of any train they must be compatible.
When the allowable number of locomotives is attached at the front of a train, and one or more of the locomotives within the power consist is being hauled dead, the locomotives are to be include on the length of the train. The weight of the locomotives which are being hauled dead must be included in the trailing load.
A locomotive being hauled dead may be marshalled between working locomotives.
| Locomotives |
| ALL | ALL NETWORK | Hauling Dead Locomotives. |
On standard gauge freight trains a maximum of four locomotives may be hauled dead at normal speed.
In all cases, dead locomotives must be marshalled next to the train locomotive/s and the brake pipe and independent release pipe must be coupled throughout. Rail Traffic Crews must then periodically operate the independent release to keep the brake off the trailing units.
NOTE:-
• The maximum number of locomotives under power at the lead of the train at any one time shall not exceed three locomotives.
• The total number of locomotives both in power and being hauled dead shall not exceed six locomotives. | Locomotives |
| ALL | ALL NETWORK | Multiple Locomotive Operations. |
When two or more locomotives are required to run in front of a train of any type, for any purpose, the train will be driven from the lead locomotive. | Locomotives |
| ALL | ALL NETWORK | Procedures for Out-Of-Gauge Loads. | 1. Identification of Out of Gauge Loads
(a) Any load suspected of being out of gauge when loaded shall be measured and prior arrangements made with Arc Infrastructure’s Head of Operations & Customer Management for transit of the load
(b) Any Wagon loaded with an Out of Gauge Load and any loaded wagon or load suspected to exceed the normal loading diagram shall be Carded with a "Not to Go" card inspected and measured by the Arc Approved Employee.
(c) Inspection shall verify the security of the load under static and dynamic conditions in accordance with Paragraph (d).
(d) Measurements of the load shall be taken at each point suspected to protrude beyond the loading diagram. The measurements must include the distance from the extremity to both the perpendicular centreline of the Standard or Narrow Gauge track as applicable and the perpendicular height above rail level. Measurement must allow for static and dynamic effects of the load and be accurate to plus or minus twenty millimetres.
(e) The Approved Employee shall compare the measurements against the normal loaded outline. Any load exceeding the loaded outline shall be declared Out of Gauge and the following procedures implemented.
2. Out of Gauge Recording of Measurements.
The Approved Employee shall record the measurements taken on the "Out of Gauge Measurement Form".
3. Restrictions on Transit.
The Approved Employee shall determine the conditions of travel as hereunder:
(a) Narrow Gauge Freight Railway (excluding Dual Gauge);
The Above Rail Operator shall provide the ''Out of Gauge Measurement Form" to the Arc Infrastructure Approved Employee on the transit route who will determine the restrictions on transit.
(b) Dual Gauge Railway;
The Above Rail Operator shall provide the "Out of Gauge Measurement Form" to the Arc Infrastructure Approved Employee, who will determine the restrictions on transit. It should be noted that perpendicular height above rail level and measurements at platform height are critical to the safe passage of the load within this area.
(c) Standard Freight Railway:
(i) Standard Gauge Transit;
The Above Rail Operator shall plot the measured dimensions of the "Standard Gauge Out of Gauge Conditions of Travel Form" and select the appropriate restrictions on transit.
4. Out of Gauge Transit Approval.
(a) The Above Rail Operator shall provide the Out of Gauge Measurement Form and the restrictions on transit provided from the Arc Infrastructure Approved Employee "Standard Gauge Out of Gauge Conditions of Travel Form" to the Head of Operations & Customer Management, Arc Infrastructure.
(b) The Customer Operations Specialist, Arc Infrastructure will issue a Special Train Notice advising of the Out of Gauge load, conditions for travel and the nature of the load. If any doubt exists on the quality of the information received the Head of Operations & Customer Management, Arc Infrastructure must refer the matter to the respective Infrastructure Manager
(c) The Above Rail Operator shall affix to the wagon the appropriate Out of Gauge Card together with the "Conditions for transit" stapled to or hand written on the card.
5. Out of Gauge Loading Transit.
(a) A wagon with out of gauge loading must not be permitted to proceed until an "Out of Gauge Card" is attached and a Special Train Notice has been received from the despatching station.
(b) Authority to Transit Out of Gauge Loads east of West Kalgoorlie to Parkeston and beyond shall be sought from the Infrastructure Owner of that railway by the Head of Operations & Customer Management, Arc Infrastructure.
(c) Wagons with Out of Gauge Loads travelling from Parkeston to the West shall be checked by the Above Rail Operator at Parkeston and shall follow the procedure for the identification and transit of "Out of Gauge loads". Loads may not proceed beyond Parkeston until the entire procedure is completed.
(d) Any variation between measurements of the load at Parkeston and the consignor's quoted dimension will require that the load be rechecked for:
(i) Load Integrity
(ii) Load security and
(iii) Physical measurement.
6. “Out of Gauge" Loading Cards.
Immediately a wagon is loaded with an "Out of Gauge" or suspected "Out of Gauge" load, the wagon shall be carded with one of the following cards:
(a) Out of Gauge - Not to Go
All letters are printed in red. This card shall be placed by the Above Rail Operator loading the wagon and not removed by any person until recarded or unloaded.
(b) Out of Gauge - May Proceed
All letters of the Out of Gauge notation are printed in red and the May Proceed notation is printed in black.
This card shall be placed by the Above Rail Operator only on wagons that have been authorised to travel.
The card has provision for restrictions that apply to the movement of the Out of Gauge load to its destination. The restrictions shall be recorded by attachment or writing on the card in longhand and not expressed in Code.
(c) Out of Gauge - Piggy Back Traffic
All letters of the Out of Gauge notation are printed in red and the words Piggy Back Traffic are printed in black. This traffic is Out of Gauge loading but because it is captive to certain routes and is subject to rigid compliance of outline dimensions it has been given blanket approval to travel by Arc Infrastructure.
This card must be placed by an Above Rail Operator who will ensure there is a Special Train Notice advising its movement.
(d) Out of Gauge - Container Traffic (Double Stacked Containers only)
Double stacked containers on Standard Gauge interstate freighter services are permitted to be loaded to 6500 mm above rail at 1600 mm from track centre line. This applies to all train services on the Kewdale-West Kalgoorlie- Islington routes ONLY. Double stacking to 6500 mm between Forrestfield and West Kalgoorlie can be accommodated on the main line. and all crossing loops enroute and in arrival roads at Cunderdin, Tammin, Kellerberrin, West Merredin, Merredin Station loop and Southern Cross ONLY.
For INTRASTATE services, special approval is still required from the Arc Infrastructure Approved Employee prior to loading of double stacked containers.
7. Loads Acceptable Under Relaxed Dimension Conditions.
(a) General
2. Specific loads of piggyback traffic, containers and triple deck car carriers which exceed the normal loading outline but not exceeding 5800mm above rail level are permitted to be cleared and treated under special conditions as outlined in this section.
These loads are captive to nominated routes as shown below and because they are regular traffic.
(b) Piggyback Traffic Definition
Piggyback Traffic comprises pantechnicons, trailers or other road units, with or without prime movers, commonly used by Freight Forwarders for the commercial carriage of goods. These loads are permitted to operate in both east and west bound directions from an approved loading station on a regular transit to an approved destination station.
Details of Approved Piggyback Movements.
Vehicle Width 2440 mm Nominal.
Transits as arranged by Arc Infrastructure’s Head of Operations & Customer Management.
Interstate
Kewdale-Port Augusta Vehicle Height Limit 5 800.
Kewdale-lslington Vehicle Height Limit 5 800.
Kewdale-Goobang Junction Vehicle Height Limit 5 485.
Intrastate
Kewdale-West Kalgoorlie Vehicle Height Limit 5 800.
Vehicles must be centrally loaded onto rail wagons with 150 mm allowed for some lateral displacement each side of vehicle (envelope) and stowing and securing must be checked by a qualified employee.
(c) Conditions
(i)Piggyback units although within the "relaxed dimensions envelope" are an out-of-gauge movement.
(ii) For Interstate piggyback movements the Above Rail Operator must arrange for the issuing of a Special Train Notice of advice concerning the piggyback load including details of transit, wagon number, stations from and to and client's name. This is not a Special Train Notice to approve the piggyback movement but rather a notification to those concerned who will then be aware of the movement. The Special Train Notice shall be transmitted to the following addresses:
Route
Kewdale-lslington
Address to:
Transport Mile End;
Train Control Port Augusta;
Terminal Supervisor Port Augusta;
Network Operator Rams;
Service Delivery Manager West Kalgoorlie; and
F.T.M. Islington.
Route
Kewdale-Port Augusta
Address as above - exclude Transport Mile End and F.T.M. Islington.
(iii) All regular transits must be direct point to point and restricted only to the main line or loop.
(iv) The Above Rail Operator at the originating depot must ensure that all piggyback traffic awaiting transport conforms with the permissible outline applicable to the particular route.
(v) If a vehicle conforms to the required piggyback dimensions a "Piggyback¬ Out-of-Gauge" card is to be affixed to the rail wagon whether for an intrastate or interstate movement.
(vi) Network Control and operational staff being aware of the trains on which piggyback loading may be transported must take any necessary precautions with train working when the normal working pattern is altered.
(vii) Piggyback loads from the Eastern States are to be checked at West Kalgoorlie and providing they conform to the permissible outline may proceed to destination under relaxed dimension conditions without issue of a clearance Special Train Notice. "Piggyback-Out-of-Gauge" cards shall be affixed to the wagons concerned.
The load shall be examined by the Approved Employee regarding satisfactory manner of loading and security of lashings. However, if the loading specified exceeds the dimensions quoted it will be necessary for the load to be adjusted to suit or to be treated as normal out¬ of-gauge traffic (if acceptable as such) with issue of a clearance wire by the Infrastructure Planning Manager, permitting transport to destination where possible.
(d) Containerised Traffic
(i) Definition
Out of gauge containerised traffic consists of various combinations of loaded or empty double stacked containers securely fastened by twistlocks and operated by various freight forwarding agents. These loads are permitted to operate in both east and westbound directions between Kewdale and Islington.
(ii) Conditions
• Double stacked containers although within the "released dimension envelope" are an out-of-gauge movement.
• All regular transits must be direct point to point and restricted only to the main line or loop.
• Containerised traffic must be carded with special "Out of gauge May Proceed
- Approved Container Traffic "cards signifying wagon has been measured by a nominated employee and found not to exceed 5800 mm in height.
• Wagons are to be examined by the Above Rail Operator to ensure that twistlocks are correctly fastened.
• Container loads from the Eastern States which have not activated the out of gauge detection device between Parkeston and Kalgoorlie may proceed to destination under relaxed dimension conditions without issue of a clearance Special Train Notice.
The load is subject to examination by the Above Rail Operator regarding satisfactory operation of twist locks.
If the load exceeds maximum permissible dimensions it shall be treated as a normal out of gauge load.
• Open containers when covered with tarpaulin must be bottom loaded. If the construction of an open container does not enable bottom loading, such container is not to be loaded on top except if this container is half height and loaded on another half-height container.
• Double stacking of containers containing dangerous goods is not acceptable and separate instructions concerning the conveyance of dangerous goods in containers are to be observed.
• Where contents in open containers exceed container width, such consignments are acceptable provided it does not exceed wagon width.
• All containerised traffic not exceeding 5800 mm is forwarded under "Relaxed dimension conditions" and no further authorisation Special Train Notice or other notification is necessary.
(e) Wagons Accepted Under Relaxed Conditions.
(i) Triple Deck Car Carrier wagons.
This class of wagon is out-of-gauge in height only and in WA is captive to Kewdale -West Kalgoorlie route. The Nominated Arc Infrastructure’s infrastructure representative has approved a blanket clearance for all movement, provided travel is restricted to main line and loops only. Attaching of out-of-gauge loading cards prior to travel is not required.
| Out of Gauge |
| ALL | ALL NETWORK | Maximum Speed for Turnouts. |
(Refer to Rule 6007 Signs)
1. 1 in 14 standard Gauge turnouts 50 Turnout speed indicator boards erected.
2. 1 in 14 dual and Narrow gauge turnouts 40 Turnout speed indicator boards erected.
3. 1 in 12 standard Gauge tangential turnouts 40 Turnout speed indicator boards erected.
4. Where main line diverges through turnouts 20 Turnout speed indicator boards erected.
5. All other turnouts 30 Turnout speed indicator boards NOT erected.
| Speed Restrictions |
| ALL | ALL NETWORK | Speed Restriction Boards for Self Restoring Points. |
Details of these signs are contained in Rule 6007 Signs. | Speed Restrictions |
| ALL | ALL NETWORK | Speed Restriction Boards at Level Crossings. |
For Level Crossings with restricted viewing distances or train detection track circuits
Details of these signs are contained in Rule 6007 Signs.
| Speed Restrictions |
| ALL | ALL NETWORK | Speed Restrictions Due to Characteristics of Track and Structure. |
Details of these signs are contained in Rule 6007 Signs. | Speed Restrictions |
| ALL | ALL NETWORK | Speed Restriction Signs – Quadruple. |
This sign consists of four speed restriction indicators and is placed similar to a speed restriction sign.
The top sign indicates the maximum permissible speed for Prospector Railcars.
The next sign indicates maximum permissible speeds for Indian Pacific and trains with axle loads of 19 tonne and less.
The next sign indicates maximum permissible speed for trains up to 21 tonne axle load and empty sulphuric acid services.
The bottom sign indicates the maximum permissible speed for trains up to 24 tonne axle load and sulphuric acid services loaded to 21 tonne axle load.
The quadruple speed restriction sign applies to permanent and temporary speed restriction alike.
Quadruple Speed Restriction sign example:
130 = Maximum permissible speed for Prospector Rail Cars.
90 = Maximum permissible speed for Indian Pacific, Trailerail, Freight up to 19 tonne axle load (TAL).
80 = Maximum permissible speed for, Freight up to 21 TAL, Sulphuric acid – unloaded.
70 = Maximum permissible speed for 24 TAL and Sulphuric acid – Loaded
up to 21 TAL.
NOTE: Quadruple Speed signs may be located on Dual Gauge Double line and Standard Gauge lines. | Speed Restrictions |
| ALL | ALL NETWORK | Speed Restriction Sign – Triple. |
This sign consists of three speed restriction indicators and is placed similar to a speed restriction sign.
The top sign indicates the maximum permissible speed for Prospector Railcars.
The next sign indicates maximum permissible speed for trains up to 21 tonne axle load and empty sulphuric acid services.
The bottom sign indicates the maximum permissible speed for trains up to 24 tonne axle load and sulphuric acid services loaded to 21 tonne axle load.
The triple speed restriction sign applies to permanent and temporary speed restriction alike.
Triple Speed Restriction sign example:
130 = Maximum permissible speed for Prospector Rail Cars.
80 = Maximum permissible speed for, Freight up to 21 TAL, Sulphuric acid – unloaded.
70 = Maximum permissible speed for, 24 TAL, Sulphuric acid – Loaded up to 21 TAL.
NOTE: Triple Speed signs may be located on Dual Gauge Double line and Standard Gauge lines.
| Speed Restrictions |
| ALL | ALL NETWORK | Speed Restriction Sign in Dual Gauge Areas that are Gauge Specific. |
In Dual Gauge areas it may be necessary to apply a Speed Restriction on just the Standard Gauge or Narrow Gauge line that does not apply to the other Gauge.
When this is required the Speed Restriction sign will have an additional notice board that reads “SG” if the speed restriction applies to Standard Gauge services or “NG” if the speed restriction applies to Narrow Gauge services.
| Speed Restrictions |
| ALL | ALL NETWORK | Speed Restriction Sign - Dual | This sign consists of two speed restriction indicators and is placed similar to a speed restriction sign.
The top sign indicates the maximum permissible speed for trains with an Axle load of 19 tonne or less.
The lower sign indicates maximum permissible speed for trains with an axle load greater than 19 tonne.
The dual speed restriction sign applies to permanent and temporary speed restriction alike.
NOTE: Dual Speed signs may be located on Dual Gauge Double line and Standard Gauge lines.
| Speed Restrictions |
| ALL | ALL NETWORK | Speed Restriction Sign - Dual South West Main line | This sign consists of two speed restriction indicators and is placed similar to a speed restriction sign.
The top sign indicates the maximum permissible speed for Passenger Rail Cars.
The lower sign indicates maximum permissible speed for all other trains.
The dual speed restriction sign applies to permanent and temporary speed restriction alike.
| Speed Restrictions |
| ALL | ALL NETWORK | Standard Terms. |
Block train
A train with the same consist used for the conveyance of bulk loading where 50% or more of the wagons on a train are all marshalled together are all the same wagon class and are all loaded to the same mass
Brake pipe
A 31.75 mm diameter pipe that runs the length of a train from the leading end of the locomotive, to the rear of the last vehicle. Between vehicles the continuity of the pipe is maintained by flexible hoses. The pipe conveys compressed air from the main reservoir on the locomotive to the auxiliary reservoirs on each vehicle. This term applies to the Westinghouse Brake only. On the Vacuum Brake system a similar pipe 50.8mm in diameter is defined as the train pipe.
Consist
The composition of a train. A train consist comprises all the rolling stock behind the locomotive. The consist can be described in specific terms, e.g., passenger consist, general freight consist, block wheat consist, etc.
a) Narrow Gauge Consists:
Single.
A single consist train is defined as any train up to a maximum of 35 wagons in length.
Double
A double consist train is defined as any train in excess of 35 wagons and up to a maximum of 67 wagons in length.
Coupling cocks
Coupling cocks are provided in the brake pipe at both ends of all locomotives and rolling stock, for the purpose of closing the brake pipe at the end of a train, or isolating any portion of a train, when necessary.
Dual gauge
Railway track with three rails. One rail is common and of the other two, one is set to the narrow gauge, and one is set to the standard gauge.
Dummy coupling
A metal blank, so shaped that it will fit into the opening of hose coupling heads and when turned to the "lock" position, prevents ingress of dirt, and damage to the joint faces. The dummy coupling is attached to wagon headstocks, and locomotive buffer beams, by means of a chain.
Dynamic brake
A device to augment the brake power available on a train, by allowing diesel locomotive traction motors to generate power which is fed to resistances thus providing retarding force, additional to that of the continuous automatic brake.
Grade control valve
A device for slowing down the rate of exhaust of compressed air from the brake cylinders on rolling stock, when trains are descending heavy falling grades, to allow an extended period for the recharge of the brake system.
Gross trailing load
The total load of a train attached to the locomotive drawbar.
Load compensating equipment
Commonly called the empty/load device. A device for limiting the brake power on an empty or lightly loaded wagon, to prevent the locking, and consequent skidding of wheels.
Multiple coupling
Locomotives are said to be multiple coupled when two or more diesel locomotives are coupled to a train, with the power of all locomotives being utilised, the control equipment intercoupled, and the locomotives operated by a single crew in the local locomotive.
Multiple heading
A term used when two or more locomotives of any type haul a train. The locomotives can either be multiple coupled, or each can be operated by a separate crew.
Narrow gauge 1067mm gauge.
Standard gauge 1435mm gauge.
Remote locomotive(s)
Where multiple heading is involved, the remote locomotive(s) is/are the locomotive(s) which is/are coupled between the local locomotive and the train.
Ruling grade
The ruling grade is compounded from all factors causing resistance, or assistance to the movement of a train. These factors include the actual slope of the track, track curvature, the length of grades and curves, and the probable speeds of trains. The ruling grade of a section is expressed as the straight continuous grade in unit rise per unit length that would offer the same resistance to a train, as would the worst combination of factors that the train would encounter in the section.
Triple valve isolating cock
A device fitted in the branch pipe of all vehicles, and provided to isolate the brake equipment on a vehicle, should any part of that equipment become defective. The brake equipment is isolated when the handle of the isolating cock is at right angles to the branch pipe.
| Standard Terms |
| ALL | ALL NETWORK | Ballast Regulator Operating Restrictions. |
The JBR10 Ballast Regulator has restricted structural clearances at the following locations:
Line 3 26.550 km, 234.109 km and 434 km.
Line 6 18.030 km.
Line 11 28.250 km.
Line 61 78.800 km and 119.080 km.
Informational signs have been erected at these locations that read "JBR10 BALLAST REGULATOR RESTRICTED CLEARANCE".
JBR10 Ballast Regulator operators are required to stow all work equipment and traverse carefully at the above locations.
| Track Vehicle Restrictions |
| ALL | Standard Gauge | Train Lengths and Loads Kwinana – Kalgoorlie - Esperance. | 1. Unless otherwise directed by the Head of Operations & Customer Management, all trains are approved to run up to 1800 metres in length and up to 5000 tonnes in both directions.
2. Short Crossing Loops exist at Seabrook (1530 metres) and Booraan (1453 metres).
Requirements for Train Loads exceeding 5000 tonnes.
1. Approval must be given by the Head of Operations & Customer Management.
2. The Operator must nominate in writing, the intended maximum speed of the proposed train, which must not exceed the promulgated speed.
3. The Proposed train must be capable of stopping from the nominated speed within a distance of 2000 metres on a down gradient of 1 in 150.
4. Approval has been given for the following trains to exceed 5000 tonnes due to the Operators providing details that the services can stop as required in 3 above:
a. Pacific National trains are approved up to a gross trailing load of:-
i. 5,600 tonnes at a maximum speed of 110 kph with a maximum axle load of 21 tonnes
ii. 6,000 tonnes at a maximum speed of 80 kph with a maximum axle load of 21 tonnes.
b. SCT trains are approved up to a gross trailing load of:-
i. 5600 tonnes at a maximum speed of 110 kph with a maximum axle load of 21 tonnes.
ii. 6000 tonnes at a maximum speed of 80 kph with a maximum axle load of 21 tonnes.
c. Aurizon trains *025/426 and *029/430 are approved up to a gross trailing load of 5500 tonnes at a maximum speed of 100 kph with a maximum axle load of 21 tonnes.
d. Aurizon services 2UP1 and 4UP1 are authorised to haul above 5000 gross tonnes, up to a maximum gross trailing load of 9500 tonnes at a maximum speed of 70kph with a maximum axle load of 23 tonne between West Kalgoorlie and Kwinana until further notice.
i. Gross Trailing loads under 5000 tonnes are to adhere to the speeds listed in the General Operating Instructions for the relevant Axle load of the service.
5. All Temporary and Permanent speed restrictions imposed on the network at any time to be observed at all times.
6. See LEONORA-WEST KALGOORLIE-ESPERANCE for length and load information on the Leonora Line.
| Freight Trains |
| EGR | KWINANA-ROBB JETTY-KALGOORLIE | MGC/ILS Terminal Agreed Shunt Windows with CBH, ILS and Bluescope Steel. |
Monday:- ILS 0620 to 0930 hours, ILS 1925 to 2230 hours. Bluescope 2330 to 2359
Tuesday:- Bluescope 0001 to 0050, 0245 and 0415 hours, ILS 0620 to 0930 hours, ILS 1925 to 2230 hours.
Wednesday:- ILS 0620 to 0930 hours, Bluescope 0725 to 0855 hours, ILS 1925 to 2230 hours, Bluescope 2025 to 2155 hours.
Thursday:- ILS 0620 to 0930 hours, ILS 1925 to 2230 hours.
Friday:- Bluescope 0105 and 0235 hours, ILS 0620 to 0930 hours, ILS 1925 to 2230 hours, Bluescope 2230 to 0001 hours.
Saturday:- ILS 0620 to 0930 hours, ILS 1925 to 2230 hours.
Sunday:- ILS 0620 to 0930 hours, Bluescope 1740 to 1910 hours, ILS 1925 to 2230 hours.
NOTE:-
On Wednesdays if Bluescope are on their Shunt Windows Rail Shuttle Operator will ensure ILS Train is moved clear.
If BlueScope is outside their Shunt Times then Rail Shuttle Operator have priority for their Windows.
During daylight hours CBH Grain Trains have priority outside the agreed Blue Scope windows and any dispute is to be resolved by Blue Scope and CBH who will advise the Network Controller.
This is in accordance with those Companies agreement that Arc Infrastructure is not a party to any dispute resolution, but Control the Signals on the Arc Infrastructure section of track.
| All Trains |
| EGR | KWINANA-ROBB JETTY-KALGOORLIE | Crossing Requirements for Loaded Sulphuric Acid and Sodium Cyanide Solutions Trains. | When trains conveying loaded Sodium Cyanide Solutions (UN code 1935 DG code 6.1) and are required to cross trains conveying loaded tank containers of Sulphuric Acid (UN code 1830 DG code 8) the following train crossing arrangements are to apply.
West Kalgoorlie to Avon Yard (Single Line CTC).
Having determined the station to cross a loaded Acid train and a train conveying loaded containers of Cyanide Solution, the Network Controller concerned is to admit the first train to arrive to the Main line. The opposing train will then travel via the Loop line at a reduced speed of 40 kph.
Avon Yard – Midland – Forrestfield –Cockburn (Double Line CTC).
The crossing of a loaded acid train and an opposing loaded Cyanide Solution train must only occur at a Controlled Location, either Avon Yard, Toodyay West, Moondyne, Jumperkine, Midland, Forrestfield or Cockburn.
Should a loaded acid train be required to pass an opposing fully loaded Cyanide Solution train on Double line over the above railway, on every occasion the Up Acid train is to be stopped on the main line at the last Controlled Absolute signal of the Controlled location concerned, in the case of Cockburn this will be Controlled Absolute signal 312.
The opposing Cyanide Solution train will then travel via the Down Main at a reduced speed of 40 kph until the trains have completely passed each other.
Where either of these trains are to travel via the Bypass roads at Toodyay West, Moondyne and Jumperkine one of these trains must be held at the first Controlled Absolute signal and the opposing train must reduce speed to 40 kph until the trains have completely passed each other.
| Freight Trains |
| EGR | KWINANA-ROBB JETTY-KALGOORLIE | Crew Vans Kalgoorlie – Forrestfield. |
The transit of Locomotive Operator crew vans operating between Kalgoorlie and Forrestfield must avoid Kalgoorlie platform, freight sheds, locomotive depots, wagon repair sheds, transfer platforms, private sidings, CBH roads and loading gauges. | Interstate Locomotive Operator Crew Vans |
| EGR | KWINANA-ROBB JETTY-KALGOORLIE | Out Of Gauge Loads Kewdale – Parkeston. |
Kewdale – Parkeston
All out of gauge loads need approval from the Head of Operations & Customer Management.
Approval has been given for double stack containers in well wagons, piggy back traffic, double stacked containers where the total height does not exceed 5800 mm, Triple Deck Car Carriers and PHBY wagons to travel between Kewdale and Parkeston in both directions provided the Main Line and Loops are used only. | Out of Gauge |
| EGR | KWINANA-ROBB JETTY-KALGOORLIE | MRL Service that Exceed 24 Tonne Axle Load. | Where any MRL service exceeds 24TAL, the train speed is to be reduced by 10 kph below the authorised speed between Mt Walton and Kwinana. | Speed Restrictions |
| GOLDFIELDS | LEONORA-WEST KALGOORLIE-ESPERANCE | Train Lengths on Leonora Line. | Unless otherwise approved by the Head of Operations & Customer Management all trains operating over this section are restricted to a maximum length of 640 metres to accommodate crossing facilities.
All loaded iron ore trains are to take the mainline for crossings and under no circumstances are loaded ore wagons permitted in loops, back roads or refuge sidings.
The Head of Operations & Customer Management has given approval for No *472 / *471 to operate with a maximum length of 1000 metres.
The onus is on the operator to ensure that trains can stop within 2000 metres.
| Freight Trains |
| GOLDFIELDS | LEONORA-WEST KALGOORLIE-ESPERANCE | Speed Ramps Kambalda - Esperance Section. |
Speed Ramps for Momentum loads are provided at the following locations:
91.0 km to 94.0 km
102.1 km to 106 km*
185.5 km to 188.0 km
203.5 km to 207.2 km
Loads travelling in the Down direction up to 21 TAL are permitted a maximum speed of 60 kph over these locations.
*Loads travelling in the Down direction up to 23 TAL are permitted a maximum speed of 60 kph over this location. | Speed Ramps |
| GOLDFIELDS | LEONORA-WEST KALGOORLIE-ESPERANCE | Kibble Traffic Kalgoorlie - Leonora Section. |
WQCY & WFA wagons in Kibble Traffic can operate with 20.5 tonne axle load between
West Kalgoorlie-Leonora at a maximum speed of 50 kph.
| Speed Restrictions |
| GSR | AVON YARD-ALBANY | NG Grain Train Lengths between Brookton – Kwinana CBH | Approval has been granted, on a trial basis until further notice, for the operation of 74 wagon NG grain consists between Brookton and Kwinana CBH.
The maximum train speed will be reduced by 10kph from those shown in the General Operating Instructions / track speeds, between Avon Yard and Brookton for 74 wagon grain services.
| Freight Trains |
| MID WEST | MAYA-MULLEWA | Train Length Restriction Tilley - Perenjori. |
All loaded train services 68 - 75 wagons must reduce speed by 10 kph.
All loaded train services 76 - 90 wagons must reduce speed by 20 kph.
NOTE: For this instruction paired wagon types are to be treated as two wagons, e.g. 4 axles equal 1 wagon. | All Trains |
| MR | TOODYAY WEST-MILING | Locomotive Restrictions | Operator to verify that locomotive fuel load does not exceed the 5,000L permissible load prior to entering Toodyay West - Miling line.
If fuel load exceeds 5,000L then train will not be permitted to travel on the line.
All locomotives operated on a 16TAL line will have the "Fuel Capacity Switch" set for, and sealed to the 5,000L position, if available.
Any exceptions to setting and sealing the 5,000L position will require written authorisation from Arc Infrastructure's Operational Management. If authorisation is provided, the fuel volume and authorisation details are to be recorded in the Locomotive Log Book
The use of locomotive dynamic brake is Prohibited
Only automatic air brake applications will be permitted
| Locomotives |
| SOUTH WEST | FORRESTFIELD - PICTON JCTN - INNER HBR | Level Crossing Activation | Due to limited Rail Traffic movements and how quickly rust can build up on the rails in this section, Rail Traffic Crew must always treat the following level crossings as Potentially Faulty and act in accordance with Network Safeworking Rule 2015:
Picton station access road, crossing number: 511,
Picton-Boyanup road, crossing number: 47,
CSBP works access road, crossing number: 329,
Dodson road, crossing number: 102,
Robertson drive, crossing number: 228, and
Wilkes street, crossing number: 26.
Rail Traffic Crews must approach the crossing at a speed that allows Rail Traffic to stop short of the crossing.
If it cannot be determined that the Level Crossing equipment is working correctly, Rail Traffic must stop short of the Level Crossing to check whether the warning equipment is operating correctly and:
• if warning equipment is operating correctly, proceed;
• if warning equipment is not operating correctly, treat the Level Crossing as faulty.
| All Trains |
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