Nist-004 13

Victorian Rail Industry Operators Group Standards
VRIOGS 004.13
Train Stabling Facilities
Revision: A
Issue Date: 26/10/2010

ii VRIOGS 004.13 Revision A
VRIOGS 004.13 Train Stabling Facilities

Revision A
Issue Date: 26/10/2010
APPROVAL STATUS
APPROVER STATUS DATE QUALIFICATIONS
Document Developer
VRIOG Steering Approved 26/10/2010

Committee
Accredited Rail Operator
Metropolitan Train
Intrastate Train
Interstate Train
Tram
Asset Owner
(VicTrack)
This document is controlled only when viewed on the DOT Engineering Standards website.
Any other copy of this document is uncontrolled, and the content may be inaccurate.
VRIOGS 004.13 Revision A iii
PURPOSE OF THE STANDARD

The Standard has been created through the collaboration of members of the
Victorian Rail Industry Operators’ Group (VRIOG) for the purpose of establishing
standards which, if implemented throughout the Victorian Rail Network, will facilitate
the interoperability of infrastructure.
The use of the Standard is not prescribed by law but, if adopted, conformity with the
provisions of the Standard is mandatory in order that the purpose of the Standard be
achieved
DISCLAIMER
The Standard is published by the Director of Public Transport for information
purposes only and does not amount to any kind of advice.
Each person is responsible for making his or her own assessment of all such
information and for verifying such information. The content of this publication is not a
substitute for professional advice.
The Director of Public Transport and VRIOG accept no liability for any loss or
damage to any person, howsoever caused, for information contained in this
publication, or any purported reliance thereon.
COPYRIGHT STATEMENT
© Director of Public Transport 2005.

This publication is copyright. No part may be reproduced by any process
except in accordance with the provisions of the Copyright Act.
Where information or material is so used, it should be used accurately and
the Standard should be acknowledged as the source of the information.
iv VRIOGS 004.13 Revision A
TABLE OF CONTENTS
SECTION 1.0 CONVENTIONS ...............................................................................1

SECTION 2.0 DEFINITIONS ...................................................................................2
SECTION 3.0 SCOPE AND GENERAL ..................................................................4
3.1 Scope ...............................................................................................................4
3.2 Applications ......................................................................................................4
SECTION 4.0 PRINCIPLES ....................................................................................5
4.1 Functional Requirements .................................................................................5
4.2 Operational Parameters ...................................................................................5
4.3 Environmental Considerations .........................................................................5
SECTION 5.0 TRACK AND CIVIL WORKS ............................................................7
5.1 Stabling Siding Layout......................................................................................7
5.2 Termination of a Stabling Siding ......................................................................7
5.3 Tracks...............................................................................................................8
5.4 Pathways..........................................................................................................9
5.5 Construction of Pathway ................................................................................11
SECTION 6.0 SIGNALS ........................................................................................13
6.1 General...........................................................................................................13
6.2 Signalling Arrangement ..................................................................................13
6.3 Signals............................................................................................................13
6.4 Track Circuits .................................................................................................14
6.5 Rollout Protection ...........................................................................................15
6.6 Points .............................................................................................................15
6.7 Train Access Gate..........................................................................................15
6.8 Signal Post Telephones .................................................................................15
6.9 Fleet Management and Identification .............................................................15
SECTION 7.0 COMMUNICATION SYSTEMS ......................................................16
7.1 General...........................................................................................................16
7.2 Communications Room ..................................................................................16
7.3 Access and Security systems.........................................................................17
7.4 Signal Post Telephones (SPT) .......................................................................17
7.5 Train Radio.....................................................................................................17
7.6 PABX Telephones and Facsimile Machines ..................................................17
7.7 Computer terminals ........................................................................................18
7.8 Security Room................................................................................................18
7.9 Remote Public Address (RPA) System ..........................................................18
7.10 Clock ..............................................................................................................18
7.11 Redundancy of Communications Links ..........................................................19
7.12 Documentation ...............................................................................................19
SECTION 8.0 ELECTRICAL..................................................................................20
8.1 Traction Power for Electrified Traction Areas.................................................20
8.2 Non Electrified Siding in Electrified Track Areas ............................................20
8.3 Lighting...........................................................................................................20
8.4 Earthing and Electrical Isolation of Structures and Equipment in Close
Proximity to the Electrified Traction Area .......................................................22
SECTION 9.0 SECURITY......................................................................................26
9.1 Security Fence ...............................................................................................26
VRIOGS 004.13 Revision A v
9.2 Access Gates .................................................................................................26

9.3 Closed Circuit Television (CCTV)...................................................................28
SECTION 10.0 FACILITIES & OTHER SERVICES ................................................30
10.1 Staff Amenities ...............................................................................................30
10.2 Storage and Other Amenities .........................................................................30
10.3 Location of Non Rail Services ........................................................................31
SECTION 11.0 OCCUPATIONAL HEALTH AND SAFETY ....................................32
11.1 Compliance with Legislation and Standards ..................................................32
11.2 Signage ..........................................................................................................32
11.3 Site Access Safety .........................................................................................32
11.4 Facilities for Emergency and Fire Management.............................................33
11.5 First Aid Facilities ...........................................................................................33
11.6 Handling and storage of chemicals ................................................................33
SECTION 12.0 REFERENCES...............................................................................34
12.1 Referenced Documents..................................................................................34
12.2 List of Standard Drawings ..............................................................................34
APPENDIX A TYPICAL DOUBLE ENDED STABLING SIDING LAYOUT............35
APPENDIX B TYPICAL SINGLE ENDED STABLING SIDING LAYOUT .............36
APPENDIX C TYPICAL CROSS SECTIONAL STABLING LAYOUT –
METROPOLITAN NETWORK ONLY .................................................37
APPENDIX D SIGNAGE – METROPOLITAN NETWORK ONLY.........................43
APPENDIX E PATHWAY CONSTRUCTION ........................................................44
APPENDIX F LIGHTING - BRACKET ON OVERHEAD ......................................45
APPENDIX G SECURITY FENCE - STANDARD DRAWING ...............................47
APPENDIX H SECURITY FENCE ON A SLOPE..................................................48
APPENDIX I LOCATION FOR STABLING FACILITIES......................................49
vi VRIOGS 004.13 Revision A
This page has been left intentionally blank.
VRIOGS 004.13 Revision A 1
SECTION 1.0 CONVENTIONS
1. Words or phrases that appear capitalised out of context are defined within the
Definitions section of this VRIOG Standard.
2. The word “Shall” is to be understood as mandatory.
3. The word “Should” is to be understood as non-mandatory i.e. advisory or
recommended.
4. Uncontrolled Standards may not be referenced within the VRIOG Standards.
These include former PTC Standards, Franchisee Standards, Franchisee
Subcontractor Standards and Infrastructure Lessee Standards.
5. Controlled Standards, including Australian Standards and other VRIOG
Standards, may be referenced but only if :
• The referenced item can not be adequately explained with an amount
of text that could not reasonably be inserted into the body of the
Standard.
• The reader is not referenced to another Controlled Standard
necessary for the item to be adequately explained i.e. one document
link only.
• The referenced document is a Figure or table and could not
reasonably be included in the appendices of the Standard.
6. The numbering system for the VRIOG Standards is chronologically sequential
from the point of introduction, and is not based on any form of interpretive
system.
7. VRIOG Standards will not contain any information that can be construed as a
work instruction, procedure, process or protocol. This information forms the
basis of each individual entity’s Safety Accreditation Certification, and, as
such, is outside the scope of VRIOG Standards.
2 VRIOGS 004.13 Revision A
SECTION 2.0 DEFINITIONS
Terminology used and/or applied in this Standard is defined as follows:
Accredited Rail An Accredited Rail Operator is a Rail Infrastructure

Operator (ARO) Manager or a Rolling Stock Operator who is accredited
under Part 5 of the Rail Safety Act 2006.
Authorised Person A person authorised by the Accredited Rail Operator or its

agents to enter onto and cross rail tracks.
CCTV Closed Circuit Television
DMU Diesel Multiple Unit
DOPT Director of Public Transport
EMU Electric Multiple Unit Rolling stock for metropolitan

network
Maintained The defined level below which the average illuminance on

illuminance any surface is not allowed to fall. It is the minimum
illuminance at which maintenance operations, such as
replacing lamps and cleaning of the luminaries, windows,
roof lights and room surfaces are to be carried out.
Luminance Contrast The amount of light reflected from one surface or

component, compared to the amount of light reflected from
the background or surrounding surfaces. For further
information, see Australian Standard AS/NZ 1428.4.
POTS Position of Train System
Secured area Area and building which is part of, or falls within, the fence
boundary.
Substantial Alteration Activities that result in either a physical change to the

of train stabling layout of a train stabling yard or a modification of
infrastructure adjoining or associated with a train stabling
e.g. a station upgrade.
Maintenance or repair of any or all components of a train
stabling are deemed not to constitute a Substantial
Alteration.
IRJ Insulated Rail Joint
TR Train Reporting Point
VRIOG The Victorian Rail Industry Operators’ Group comprising

the following members:
• Australian Rail Track Corporation

• Metro Trains Melbourne
• VicTrack
• V/Line
• Yarra Trams
• Public Transport Division of the Department of
Transport
Table 1 – Terminology
SECTION 3.0 SCOPE AND GENERAL

3.1 SCOPE
This document provides the guidelines on design and construction requirements for
the stabling of passenger trains for broad gauge and standard gauge services (if
applicable) and associated facilities including security, amenities for train operations,
maintenance and cleaning staff. The purpose of these requirements is to ensure the
safe and effective maintenance of trains in stabling sidings.
Stabling requirements for freight trains will be developed in the future.
The parameters nominated in this Standard represent the typical provisions based on
modern requirements and best practice for generic stabling facilities. In each case
the detailed design shall confirm the requirements for the particular site and
configuration.
3.2 APPLICATIONS
This Standard shall be applied in any circumstance of substantial alteration to, or

new construction of, train stabling.
This Standard does not apply to rail approaches to major maintenance facilities
where trains are not normally stabled.
This Standard is intended to apply across the entire Victorian Rail Network. This
Standard recognises that there may be situations where there are valid reasons for
variations due to operational requirements and maintenance practices between
works. In such instances this will be specified in the Standard.
All designs are to be submitted to the relevant accredited rail organisations (AROs)
for approval prior to commencement of construction.
Each site will have its own constraints and specific operational and functional
requirements which will needed to be addressed by designers and contractors when
configuring a yard. As each stabling project will be reviewed on a case-by-case
basis, the minimum consideration for usage of this Standard will be agreed by the
Director of Public Transport (DOPT) and the relevant ARO. In making this decision,
DOPT and ARO will require verification that the design process has demonstrated
adherence to this Standard and if not, will require demonstration that all reasonable
attempts have been made through review of the risk assessment exercise.
SECTION 4.0 PRINCIPLES
4.1 FUNCTIONAL REQUIREMENTS
All stabling yards and sidings shall provide facilities to perform the following activities:
• Division and amalgamation of trains performed by train crews
• Driver pre start train examinations
• Internal train cleaning performed by train presentation staff
• Minor corrective maintenance (light repairs) performed by maintenance staff
such as replacement of windows
• Dewatering (intrastate regional network only)
Other functions that may be carried out in a yard include:

• Graffiti removal
• General cleaning
• Major cleans
• Turntable for locomotive (intrastate regional network only)
• Fuelling (only at designated sidings of intrastate regional network) (Note: Ad-
hoc refuelling should be avoided in stabling sidings, due to the possibility of
environmental contamination and potential damage to pathways)
4.2 OPERATIONAL PARAMETERS
The design of infrastructure at stabling sidings shall meet the following operational
requirements:
Line speed:
• The maximum train speed at a stabling siding is 15km/h.
Rolling stock configurations:
There is a range of rolling stock operating at various parts of the Victorian Rail
Network. The length of sidings will vary depending on the type of rolling stock that
will be stabled at a particular siding. Refer to ARO’s network operating requirements
for the type of rolling stock that will be stabled at a particular siding.
Refer to the following drawings for the dimensions of rolling stocks:

• 30100 - Maximum Rolling Stock Outline Diagram
4.3 ENVIRONMENTAL CONSIDERATIONS
The design, construction and operation of stabling yard must comply with legislation,
Environmental Protection Authority (EPA) and the rail operator’s Environmental
Management Plan.
The design of a train stabling yard should take into account environmental impacts
during construction and operational activities, with a view to minimising any such
impacts if possible.
The possibility of contamination from contaminants such as grease, oil, fuel and other
chemicals used or stored at stabling sidings must be considered. The designer shall
liaise with the ARO to identify potential contaminants used at the specific site and
provide measures that will enable containment of contamination and/or easy removal
of contamination.
SECTION 5.0 TRACK AND CIVIL WORKS

5.1 STABLING SIDING LAYOUT
The layout of a stabling siding shall meet operational and functional requirements of
the ARO.
The length of a siding track will vary depending on factors such as:
• functional and operational requirements of the siding
• the type of rolling stock stabled
• the provision of infrastructure such as intermediate turnout, buffer stop and
signals
A siding may be double ended or single ended.
Double ended arrangement provides rolling stock access at each end of the siding
track to the main line. Refer to Appendix A ‘Typical Double Ended Stabling Siding
Layout’ for the details of the typical arrangement and the typical length that should be
allowed for a double ended track.
A single ended siding provides rolling stock access at only one end of the siding to
the main line. Refer to Appendix B ‘Typical Single Ended Stabling Siding Layout’ for
the details of the typical arrangement and the typical length that should be allowed
for a single ended track.
Horizontal clearance shall be made for multiple track siding arrangements as per
Appendix C Typical Cross Sectional Stabling Layout.
5.2 TERMINATION OF A STABLING SIDING
Buffer stops shall be provided at the termination of each single ended siding track for
asset protection and safety.
The design requirements are site specific and shall be determined by the factors
such as:
• operational requirements
• factors influencing speed and force of impact at each individual site
A risk assessment of each location shall be conducted by the ARO in conjunction

with the contractor and DOPT or his/her representative. The ARO shall provide the
designer with appropriate design requirements and the final design of the buffer stop
shall be approved by the ARO.
Baulks may be used as a stand alone or in conjunction with a buffer stop, subject to
approval by the ARO.
Buffer stops shall be designed to minimise damage to the coupler. A buffer face cut-
out for the engagement of the coupler shall be required. The nominal height of the
centreline of couplers above rail level is:
• for EMU: 880mm, +10mm,-0mm.
• for VLocity: 905mm
Buffer stop should be generally designed for the Scharfenberg type coupler.
A buffer location indicator shall be provided on siding tracks which a train will stop
close to the buffer stop at intrastate regional network. The buffer location indicator
shall be at cab height to aid with driver visibility and shall be located at the point that
trains will be positioned. A buffer location indicator may be required at certain part of
the metropolitan network, subject to ARO requirements.
5.3 TRACKS
5.3.1 Track Geometry
Tangent track is preferred for sidings. Refer to VRIOGS 004.1 Track Design
Standard for the minimum radius for horizontal curve for sidings.
Tangent track should be constructed at the start of a siding track and at locations
where coupling of train is performed. Refer to Appendices A and B for the sections
of the track where tangent track is required.
Refer to VRIOGS 004.1 for the requirements for track gradient limits and vertical
curve for sidings.
5.3.2 Rail and Rail Joint
VRIOG Standard for track construction is to be developed. In the interim period,

refer to the relevant ARO’s track construction standard as listed in the ARO’s Safety
Management System or equivalent.
5.3.3 Sleepers
Low profile concrete sleepers should be used as a first preference in the construction
or rehabilitation of new or existing track roads. Full depth concrete sleepers are
acceptable as a second preference in new construction should low profile sleepers
not be available.
Timber sleepers shall not be used unless approved by the ARO where exceptional
circumstances are in evidence. If timber sleepers are used, sleepers shall
incorporate plates with a type approved resilient fastener.
5.3.4 Track Formation and Ballast
Siding tracks within the stabling area shall be designed and constructed in
accordance with the requirements of the following documentation:
• Drawing F598 ‘Track Formation and Ballast for Open Single Track
Construction’
5.3.5 Turnout
Turnouts from the main line shall be a minimum of 1:9 on concrete bearers (to main
line standards).
Crossings within sidings are to be a minimum of 1:7.52 with 5m switchblades.

Crossing work on timber bearers is permissible until concrete becomes available.
New turnouts are preferable within sidings and between siding and main line.
Released serviceable turnouts of other angles may be used in the design and
construction if they are available.
Huck bolted joints is preferred for all turnouts in the metropolitan network, subject to
the requirement of ARO.
Trimming of stock rail maybe considered in tight stabling arrangements, subject to

the approval of ARO.
5.3.6 Drainage
Surface and sub-surface drainage shall be provided. The detail design of the
drainage system shall incorporate measures for the containment of chemicals,
pollutants and all rubbish.
The design of sub-surface drainage shall include the subgrade drainage for all tracks.
For re-tamping or resurfacing of existing sidings, subgrade drainage shall be
assessed and established. All associated drainage pits to be cleared or rebuilt and
made operational.
5.4 PATHWAYS
Pathways are to be provided throughout the stabling compound along each side and
across all siding tracks to cater for activities such as train coupling, uncoupling,
windscreen replacement, battery cart transport, dewatering, carriage cleaning and
train preparation or examination. In addition, pathways shall connect all gates and
buildings. Refer to Appendices A, B and C for the preferred location of pathway and
the clearance requirement between stabled trains.
Pathways shall not hold pooled water and shall be free of tripping hazards. The
finished level of footpaths is to be level with the top of sleepers.
5.4.1 Metropolitan Network Requirements
In the Metropolitan Network, there are two types of pathway - footpaths and
roadways.
All footpaths and roadways shall be constructed using asphalt including areas around
train access gates, with the exception of areas around point motors, signals and train
stops, where screenings must be used.
Footpaths shall be designed for pedestrian use only. If necessary, appropriate

signage should be provided to indicate no vehicle access, for example “Footpath
Only - No Vehicle Access” or a symbol showing “No Vehicle Access” painted at both
the start and end of each pathway.
Where it is not possible to provide proper access for a battery truck, the use of a
battery tug is required. The footpath in this case is to be strengthened, by design,
according to the weight and operation of the tug.
Roadways shall be provided from the street, through the road gates to the battery
truck shelter, cleaning and storage facility areas. Roadways shall be provided
throughout the stabling area for the movement of the battery truck and maintenance
vehicles. The layout of these roadways shall allow the battery truck access to at
least one side of each train. Refer to Appendix C for the preferred location of the
battery truck access roadways and the clearance requirement between the roadway
and stabled trains.
The roadway, including the width of the roadway, shall be designed and constructed
to allow for the operation of battery truck and maintenance vehicles. The type of
asphalt shall cater for applied loads which include fully loaded emergency and
maintenance vehicles.
5.4.2 Intrastate Regional Network Requirements
In the Intrastate Regional Network, pathways are used for pedestrians, battery carts,
ladder trolleys, dewatering trolleys and lightweight scissor lifts.
Pathways shall be provided from the street, through car parks, driver amenities,
cleaner amenities, storage sheds, fuel points, fuel tanks, triple interceptor pits,
dewatering plant stations and battery cart sheds. Pathways shall be provided
throughout the stabling area for the movement of the fuel truck, motor vehicles and
maintenance vehicles.
Asphalt pathways shall be constructed in areas:

(a) that may be accessed with battery cart, trolleys and vehicles
(b) of high frequency of use
(c) defined as Drivers Only Operations Territories
(d) between two stabled trains
Screenings may be used in other circumstances, particularly in areas where there is

low frequency of use.
5.5 CONSTRUCTION OF PATHWAY
5.5.1 Screening Pathway
For screening pathways, 7mm screenings shall be used. Screenings shall be

compacted.
Screening pathways shall be a minimum clear width of 1.2 metres for the intrastate
regional network
5.5.2 Asphalt Pathway
Asphalt paths are to be constructed as follows:

• 19mm compacted graded ballast, levelled to top of sleeper;
• Geotextile placed on compacted ballast; and
• 30mm deep compacted 7mm hot mix asphalt placed with a 20mm camber,
edge to be free draining
Asphalt footpaths shall be a minimum clear width of:

• 1 metre between painted yellow lines for the metropolitan network
• 1.2 metres between painted yellow lines for the intrastate regional network
Yellow lines shall be a minimum of 75mm in width. A minimum 100mm wide asphalt
shoulder shall be provided outside the yellow lines. The total minimum width of the
asphalt is
• 1500mm for the metropolitan network
• 1550mm for the intrastate regional network.
Clearance between the edge of sleepers and the edge of the footpath shall be a
minimum of 50mm.
All edges of paths, changes in direction and elevations (i.e. track crossings across
tracks) shall be chamfered to 45 degrees to avoid trip hazards.
Refer to Appendix E for the construction details of a typical footpath.
5.5.3 Cross Track Pathway
A cross track pathway is to be constructed to be level with the top of the rail.
The minimum width of cross track pathway between two stable trains shall be 3
metres, but may be up to 5 metres wide if land is available. The width of cross track
pathways at the start and end of a siding track is 3 metres as nominal, or 6 metres if
heavy vehicles are used at the stabling yard. See Appendix A and B for the typical
layout of a siding track.
The longitudinal pathways between sidings need to slope up to the cross track
pathways. The maximum gradient shall be 7°, as per AS1657 for the gradient and
construction requirements for continuous pathways. If the cross track pathways lift
from the longitudinal paths, then the slope is too steep and the path tends to break
up beside the rail.
For flangeway gap requirements, refer to VRIOGS 003.2 ‘Criteria for Infrastructure at
Railway Level Crossings – Pedestrian Crossings’.
Cross track pathways should avoid points and crossing work. Concrete sleepers
should be installed and track should be well consolidated prior to the construction of
cross track pathway.
Asphalt or rubber panel is the preferred material to be used for cross track pathway.
SECTION 6.0 SIGNALS
6.1 GENERAL
Design and construction of signalling systems and equipment at stabling yards shall
comply with the latest revision of all VRIOGS 012 series, including:
• VRIOGS 012.0 Victorian Signalling Principles
• VRIOGS 012.1 Standard for Signalling Design and Documentation
• VRIOGS 012.2 Specification for Signalling Supply, Construction and
Installation
• VRIOGS 012.3 Computer Based Interlocking
• VRIOGS 012.4 Signal Box Workstation Specification
• VRIOGS 012.5 Testing and commissioning of Safety Related Railway
Signalling System (Manual)
• VRIOGS 012.6 series Signalling Cable Specifications
• VRIOGS 012.7 series Signal Equipment Technical Specifications
In addition to the above standards, this section describes requirements that shall be
met for signalling systems and equipment at stabling yards.
6.2 SIGNALLING ARRANGEMENT
The signalling arrangement shall be approved by the ARO. Details of a typical layout
of signalling equipment at a siding track is provided in Appendix B ‘Typical Single
Ended Stabling Siding Layout’.
6.3 SIGNALS
A dwarf signal shall be installed at the entry/exit point of each siding track. Dwarf
signals are used to regulate the passage of trains between sidings and main line. All
signals at the entry and exit point of the stabling siding shall be interlocked with the
main line signalling system. The control of the signals shall be located at the
appropriate signal control centre or signal box.
Refer to the relevant VRIOG Standards for the design and installation requirements
of the following items:
• the application and design requirements of a dwarf signal
• signal aspects of dwarf signal
• position of the signal
• height of the signal
• sighting distance
• train clearance point
• structure gauge clearance
For single ended sidings, a Fixed Red signal may be provided at the termination of
each track depending on the local operational and environmental conditions. The
requirement for a Fixed Red signal shall be recommended by the Signal Sighting
Working Committee and specified by the ARO. When the Fixed Red signal is
provided, the design shall take into account the location of the buffer stop and
maintenance access requirements.
All new signals shall be consistent with the type of signals in the immediate vicinity.
LED type signals are the preferred signal types. Refer to VRIOGS 012.2 for further
information on an approved coloured LED for dwarf signals.
Where track clearance is available, dwarf signals shall be placed on standard signal
masts, such that the centre of purple or red aspect of the signal unit is installed at
locomotive cab height, nominally being 3m. The signal may be as low as 1.5m from
rail level. A minimum of 22m of sighting distance between the signal and IRJ must be
retained. The final position and height of the signal shall be recommended by the
Signal Sighting Working Committee and approved by the ARO.
For details on structure clearance and signal mast installation, refer to the latest
revision of the following documents:
• Drawing STD_G0103 ‘Signal Mast Assembly’
• VRIOGS 001 ‘Structure Gauge Envelopes’
• VRIOGS 012.2 ‘Signalling Supply, Construction and Installation’
6.4 TRACK CIRCUITS
In the metropolitan network, each siding track shall be track circuited such that the
position of each rolling stock unit can be identified.
Track circuit should be 73m in length. Refer to Appendices C and D for the
installation of track circuits and the position of insulated rail joints (IRJ).
The type of track circuit used at stabling depends on the location of the sidings. In
general, track circuits in front of a dwarf signal towards the main line shall be vital.
Track circuits to the rear of a dwarf signal towards the stabling siding can be non
vital, that is, for indication purposes only. In the traction area, high voltage impulse
track circuits should be used. When stabling siding lengths are limited, the use of
non-vital track circuits will require IRJs to be installed to provide definite cut-off
points.
A train reporting (TR) track circuit is located immediately to the rear of the departure
signal. The purpose of train reporting (TR) track circuit is to identify the presence of
the train before the signal can be cleared. The TR track circuit may be a non-vital
track circuit.
6.4.2 Intrastate regional network requirements
In the intrastate regional network, siding tracks may be track circuited, depending on
ARO requirements.
6.5 ROLLOUT PROTECTION
Rollout protection provides physical protection of main line moves from the
unauthorised movement of vehicles from sidings, yards or maintenance facilities.
Refer to VRIOGS 012.0 ‘Victorian Signalling Principles’ and VRIOGS 012.2

‘Signalling Supply, Construction and Installation’ for the principle, requirements,
application and installation of each type of catch protection.
6.6 POINTS
Points at the entry/exit of a siding track into a main line shall be detected, locked and
interlocked with the signalling system.
Points at the entry/exit of a siding track into a main line shall be motorised. Points
within the stabling yards may be motorised or manually operated, depending on the
operational requirements of the ARO.
Refer to VRIOGS 012.1 ‘Signalling Design and Documentation’ and VRIOGS 012.2
‘Signalling Supply, Construction and Installation’ for the type and application of point
required for different types of sidings.
6.7 TRAIN ACCESS GATE
The purpose of train access gates is to provide security to the siding and to prevent
unauthorised movement of the train.
Refer to VRIOGS 012.2 ‘Signalling Supply, Construction and Installation’ Section 17

for the technical specifications of train access gates and the interlocking
requirements with the signalling system.
6.8 SIGNAL POST TELEPHONES
In the metropolitan network, a type approved telephone shall be provided at each

signal for communication purposes direct to the signal box. It shall be locked with an
appropriate type key lock specified by the ARO.
6.9 FLEET MANAGEMENT AND IDENTIFICATION
In the metropolitan network, Position of Train System (POTS) tags shall be located at
the entry/exit points of each siding track to identify trains in the sidings.
SECTION 7.0 COMMUNICATION SYSTEMS
7.1 GENERAL
This section outlines the general requirements for communication systems, services
and facilities that may require at a stabling yard, subject to ARO approval.
The following equipment shall be provided for all stabling yards for security and
operational requirements:
• Closed Circuit Television (CCTV)
• Access and Security Systems
• Train Radio
• Signal Post Telephones (for metropolitan area only)
• Communication equipment room
Depending on the functional requirements of a particular stabling yard, the following

facilities and equipment may be required:
• at a staff amenities building:
o PABX telephone and facsimile machines (including driver sign in)
o Computer terminals
o Clock
• Security room
• Remote Public Address (PRA) System
The ARO shall provide contractors with the details of communications systems
required for each individual site.
VRIOG Standards for telecommunications are currently under development.

Currently, VicTrack specifications for installation of telecommunication equipment
shall be complied with. All wiring shall be installed according to the following VicTrack
specifications:
• TS-SP-013 Communications Cable Installation Specification
• TS-SP-015 Communications Network Protection Plan
7.2 COMMUNICATIONS ROOM
The communications room houses operationally sensitive equipment for security and
alarm systems, CCTV and other data circuits which are necessary for the operation
of a stabling yard.
The Communications room shall be located inside the staff amenities building at the
stabling yard where applicable or as a stand alone room separated from general
access.
Refer to VRIOGS 013.1 Standard Brief for Communication and CCTV Equipment
Rooms for the general requirements of a communication equipment room.
7.3 ACCESS AND SECURITY SYSTEMS
Access gates to the sidings area and building doors shall be operated via:
• a swipe card pad at the gate with a remote manual override control and an
intercom connected to the security room, and/or
• a key locked with the appropriate type of key lock specified by the ARO
In the metropolitan network, the amenities building will require fire panels connected
to the Melbourne Fire Brigade (via a monitoring company if applicable) using an
automatic dial-in over a mobile phone network, with a landline as a backup system.
The functionalities of the security alarms shall include:

• Passive infrared (PIR)
• Door switch
• Panic alarm (station staff only)
• Swipe card pad access
The control of the stabling yard’s security system shall be located in the amenities
communications room.
7.4 SIGNAL POST TELEPHONES (SPT)
Refer to Section 6.0 Signals of this document.
7.5 TRAIN RADIO
There shall be train radio coverage in all parts of the stabling yards. The required
train radio systems are:
• Metropolitan Train Radio System (MTRS) for metropolitan train network
• Non Urban Train Radio (NUTR) for regional train network
• Local train radio for shunting purposes for both metropolitan and regional train
network
Local radio and MTRS receivers shall be installed at the amenities communications
room where applicable.
In the metropolitan area, a six-way charging receptacle shall be mounted in the

amenities building for re-charging hand held portable mobile radios. The charger has
the capability of charging batteries either attached to or detached from the mobile
radio units.
7.6 PABX TELEPHONES AND FACSIMILE MACHINES
Where a staff amenities building is located at a stabling yard, telephones and fax
machines shall be provided at the following locations:
• drivers’ meals room
• security office, if applicable
Other locations may require telephones and facsimile machines, upon advice by the
AROs.
Telephones and fax machines shall be connected to the VicTrack PABX network.
Additional PABX circuits will be required at the amenities building for drivers to sign
in.
The PABX connections will be installed in the communications rooms.
7.7 COMPUTER TERMINALS
Where a staff amenities building is located at a stabling yard, computer terminals

shall be provided inside the amenities building. All computer terminals shall be
connected to the relevant ARO network.
The main switch for the ARO network will be located in the communications room.
7.8 SECURITY ROOM
Some stabling yards may be required to be manned with security guards 24 hours a
day. In such instances, the security room shall have the following facilities:
• Telephone
• Fax
• Microphone for the Remote Public Address (RPA) system
• Computer
• CCTV monitors
• Remote control of access control for road and pedestrian gates
• Security control and alarm
• Access to the amenities building security system
• Display of all infrared sensors and keypad alarms
7.9 REMOTE PUBLIC ADDRESS (RPA) SYSTEM
Some stabling yards may require a RPA system throughout the stabling yards,
subject to ARO requirements. The siding RPA will be operated locally from the
security room and will transmit into the siding yard. The siding RPA equipment will
be rack mounted in the amenities communications room.
7.10 CLOCK
Digital clocks are to be installed in areas inside the meals room at the amenities
building. These clocks are synchronised with the time code supplied over the
VicTrack network.
7.11 REDUNDANCY OF COMMUNICATIONS LINKS
The communications systems described above shall have at least one redundancy
link for operation should the primary communications link not be available for any
reason, where possible.
At least one of the alternate links shall not be on any VicTrack railway easements or
property lines.
The size, speed and type of the links shall be determined at preliminary design stage.
7.12 DOCUMENTATION
The contractor shall provide the AROs and the maintenance staff copies of the
relevant documentation of the communication systems installed, including drawings,
maintenance and operating manuals.
SECTION 8.0 ELECTRICAL
8.1 TRACTION POWER FOR ELECTRIFIED TRACTION AREAS
All sections of the sidings where an electric multiple unit (EMU) may be stabled shall
be wired to the overhead system unless it is for the use of track bound maintenance
machines.
Design of Overhead supporting structures shall be in accordance with PTC Train

Overhead Design Standards for the electrification of new routes 1997.
Provision for isolation shall be required for each siding track if possible. In addition, a
siding track holding two or more trains shall be independently isolated. For ‘power
off’ sectionalising purposes, all sidings shall be isolated from the main line.
8.2 NON ELECTRIFIED SIDING IN ELECTRIFIED TRACK AREAS
Where there is a demonstrated requirement by the ARO, a non electrified siding track
of a minimum length of 70m shall be provided for the stabling of non electrified
traction rolling stock such as tampers, sleeper renewal equipment and track
geometry measuring vehicles.
8.3 LIGHTING
The prime purpose of lighting railway yards is to enable staff, including drivers,
shunters, train examiners, maintenance staff, cleaning staff and contractors, to work
and access different areas of the stabling yard safely. Lighting is also necessary for
security purpose and is required for the effective operation of CCTV.
All design and installation parameters are to be based on Australian Standards.

Definitions and abbreviations are as defined in AS/NZS 1158. The design and
installation shall comply in accordance with the AS/NZS 3000 Electrical Installations
(also known as the Australian/New Zealand Wiring Rules), with the exception of
lighting near overhead traction structure. See Section 8.4.3 for further details.
Lighting shall be provided to illuminate all roadways, footpaths, buildings, along the
fence line and areas where CCTV is operated. The front, back and each side of
every train shall be illuminated. Overhead lighting should be used to achieve this
purpose.
Lighting design and installation shall allow simple, safe and effective maintenance.
Environmental considerations shall be taken into account in stabling lighting design.

Where stabling yards are close to residential areas, light spill and glare to the
surrounding area should be minimised. Lighting design should be energy efficient
while meeting illuminance level requirements.
8.3.1 Lighting requirements
Lighting at stabling yards shall be designed in accordance to VRIOGS 010.1 Lighting

and Power Design Standard.
8.3.1.1 Illuminance levels
The illuminance level requirements at metropolitan stabling yards are as follows:
Location Illuminance Additional Requirements
Access pathways Horizontal illuminance (Eh): The requirement for the

between stabled • Shall be 15 lux average illuminance levels is based
trains, stabling (maintained illuminance) on the assumption that
facilities and rail • Measured at ground level each siding rail track
access paths to and • Uniformity: not less than 0.3 contains trains.
from stabling sidings • Point horizontal illuminance (Eph):
4 lux.
Vertical illuminance (Ev):

• Shall be 9 lux average
(maintained illuminance)
• Measured 1 metre above ground
level
• Uniformity: not less than 0.3
• Point vertical illuminance (Epv): 3
lux.
Access pathway • 8 lux average (maintained

leading towards illuminance)
stabling yard (outside
the stabling security
fence)
Along the fence line • Minimum: 10 Lux A minimum of 10 lux, as

• Maximum: Maximum illuminance required for the operation
level shall not be greater than of CCTV.
the illuminance level for access
pathways at stabling yards.
Staff Car Park at • 30 lux average (maintained
Stabling Yard illuminance)
• Measured at one metre above
ground
• Uniformity: 0.3
Inside the amenities In accordance with relevant
Building Australian Standards, in particular
AS/NZS 1680.0 Interior lighting-Safe
Movement
Table 2: Illuminance levels at stabling yard
Planes of calculation, both vertical and horizontal, are to be located appropriately to

reflect the lighting values for walkways and work areas within the site.
8.3.1.2 Design and Installation Requirements of Lighting
Requirements for lighting in stabling yards:
1. Overhead lighting, except those installed on the fence line, is to be located

above train height to illuminate the pathway between trains.
2. An alternative design may be considered as part of the design submission.
Alternative designs must be maintainable and are subject to ARO approval.
3. High pressure sodium (yellow) lighting shall be installed within stabling yards,
including the lighting for access pathways. Alternative lighting may be
installed, subject to ARO approval.
4. Lighting shall be installed on the fence line, facing into the stabling area and
secure from access by vandals attempting to gain unauthorised entry to the
stabling area.
5. Lighting should be positioned so that it will not interfere with driver’s signal
sighting.
6. Lighting mounted on overhead structures should be avoided where possible.
In exceptional circumstances such as access restrictions or insulation issues,
lighting on overhead traction structures may be allowed, subject to ARO
approval. See Section 8.4.3 for the requirements of electrical isolation of
lighting on overhead traction structure.
7. All light fittings mounted on poles shall be fitted with an approved anti-
vibration lamp holder (Edison screw top holding socket or similar).
8. All light poles and fittings shall be identified and labelled according the ARO’s
labelling convention of light poles and fittings.
9. Light poles in sidings shall be steel or concrete. Light pole shall be designed
strong enough to hold lights steady. The use of alternative material is subject
to ARO approval.
8.4 EARTHING AND ELECTRICAL ISOLATION OF STRUCTURES AND

EQUIPMENT IN CLOSE PROXIMITY TO THE ELECTRIFIED TRACTION
AREA
8.4.1 General
Under the Electrical Safety Act 1998, the ARO must ensure structures and
equipment in close proximity to the electrified traction area are properly isolated to
prevent electrolysis. The Victorian Electrolysis Committee shall be consulted on
electrolysis mitigation.
Refer to VRIOGS 010.7 ‘Track Bonding, Track Circuit Connections and Traction
Interfaces’ and VRIOGS 012.2 ‘Specification for Signalling Supply, Construction and
Installation’ for bonding requirements.
As per the requirements described in VRIOGS 010.7 ‘Track Bonding, Track Circuit
Connections and Traction Interfaces’, provision of separation of infrastructure from
the traction power system and electrical isolation shall be required, with the exception
of train gates and fencing near overhead structure.
8.4.2 Overhead Traction Structure
Overhead supporting structures shall be freestanding on independent bases. Each

overhead structure (whether single mast or multiple portals) shall have one spark gap
with a bond wire connected to the power return rail. No services, fencing or gates
shall be connected to, or touch, the structures unless provided with suitable and
approved insulation.
8.4.3 Concrete Poles for Lighting
All concrete poles must be earthed. Where the supply cables provide an earth
conductor, the bonding of the pole to the earth conductor will be sufficient. Should the
supply cable not include an earth conductor or a separate earth cable is not run, then
an earth copper stake shall be installed at the base of the pole and this earth stake
shall be bonded to both pole steel reinforcement and supply neutral.
Arrangements of earthing types are shown in the ‘Lighting & Power Practices for
Concrete Poles’, which has been approved by the Electrical Chief Inspector (now
Energy Safe Victoria), stating that this procedure is acceptable for the railway
application although it contravenes AS3000. This document is available on DOT’s
Engineering Standards website.
8.4.4 Train Access Gate
Train access gates near an overhead structure shall not be bonded to rail via a spark
gap unless it is approved by the Rail Infrastructure Manager.
Gates shall have sufficient clearance that they cannot contact the rails or the
overhead support structures.
8.4.5 Security Fence
Fencing shall be erected clear of overhead support structures, including foundations

and be clear of other railway infrastructure, such as Signal/Communication
compounds, Stations and Substations where possible.
Fencing near overhead structures shall not be bonded to rail via a spark gap unless it
is approved by the Rail Infrastructure Manager.
8.4.6 Train Service Platform
Metallic train service platforms, if required by the ARO, must be bonded to rail and
insulated from ground. An isolated power supply shall be provided for all lighting and
power outlets attached to service platforms and track level lighting.
8.4.7 Other Services
Wherever possible, underground services should be non-metallic. Otherwise these

services shall be insulated.
Services attached to access platforms or used in contact with trains must be

electrically isolated from ground.
Appropriate signage shall be provided for isolated power supplies/services and

access platforms bonded to rail.
8.4.8 Electrical Isolation for Lighting in Close Proximity to the Traction

Structure
If lighting on poles and fencing is well clear of overhead traction structures, no

electrical isolation is necessary. In this situation, all installation of power supply and
light fittings shall comply with AS3000.
For lighting mounted on poles and fences near overhead structures, where step and
touch potential problems may arise, or for lighting mounted on overhead traction
structures, electrical isolation shall be provided for electrolysis mitigation. Electrical
isolation can be achieved by either one of the following methods:
Method 1:
An isolated power supply shall be provided to isolate the earthing of the lighting
circuit from the earthing of the main power supply due to the small risk of cable,
conduit and equipment not having the required 1500V DC insulation. Please note
this type of installation does not comply with AS3000 due to electrolysis mitigation
requirements.
In addition, for lighting fitted on overhead traction structures, a 1500V insulator

(Dewitt insulator or similar) must also be installed between the lighting fittings and
overhead traction structure, with cables / conduits insulated to the same level. See
Appendix F for the installation details for Lighting installed on Overhead. No other
associated equipment shall be installed on the overhead support structures.
Method 2:
Light fittings installed on poles, fences or overhead traction structures shall be double
insulated.
In addition, for lighting fitted on overhead traction structures, a 1500V insulator

(Dewitt insulator or similar) must also be installed between the lighting fittings and
overhead traction structure, with cables/conduits insulated to the same level. See
Appendix F for the installation details for Lighting installed on Overhead. No other
associated equipment shall be installed on the overhead support structures.
SECTION 9.0 SECURITY
9.1 SECURITY FENCE
The purpose of the fencing is to provide security for the train stabling yard and
protection of rolling stock from vandalism. The security fence, together with access
gates, shall provide an enclosure for the stabling yard.
The design shall make the fence difficult to climb, to cut through and to excavate
under. The fence shall be designed such that, any structures or fixtures that might aid
a person climbing the fence, are positioned clear of the fence.
The fencing type shall be of galvanised welded mesh with narrow aperture to make
the fence difficult to climb. In the areas where there is a requirement to maintain the
heritage environment, alternative fence design, such as picket style fencing, may be
used, subject to ARO approval. Alternative fence design must meet the functional
requirements of strength, difficult to climb and anti-vandalism.
The galvanised welded mesh fence shall have a minimum aperture of 72mm
horizontal by 8mm vertical. Wire shall be 4mm diameter for strength and visibility.
Concrete plinths or long star pickets shall be provided for all fencing to prevent
digging under the fence.
Refer to Appendix G for the construction details of security fences and Appendix H
for construction of security fences on sloping ground.
9.2 ACCESS GATES
All sidings shall provide the following type of access gates:

• Road vehicle gate
• Pedestrian gate
• Train access gate
Refer to Appendix I for general layout of the location of these gates.
9.2.1 Train Access Gates
For a stabling yard with a double ended arrangement, a train access gate shall be
provided at each end. Refer to Appendix A for the layout requirements for a train
access gate.
Train access gates shall be incorporated into the security fencing. Refer to Appendix
G for security fence and gate details.
Swinging gates are the preferred type, subject to the specific site layout of the
stabling yard. If swing gates are used, train access gates shall open into the
stabling area and clearance shall be allowed for the opening of the gate as per
dimension shown in Appendices C and D.
For technical requirements of train access gate, refer to VRIOGS 012.2 ‘Specification
for Signalling Supply, Construction and Installation’. The design and installation of
train access gate equipment shall be subject to ARO approval.
9.2.2 Road and Pedestrian Gates
9.2.2.1 General Requirement
Location of Gates
A minimum of one road gate and multiple pedestrian gates shall be provided
throughout the stabling compound based on the site specific layout. For a stabling
yard with a double ended arrangement, a road gate and a pedestrian gate shall be
provided at each end where practical to do so.
Dimension and Type of Gates
A swinging gate is the preferred type of pedestrian gate, subject to the specific site
layout of the stabling yard. If a swing gate is used, it shall open into the stabling
area.
Control of Gates
All pedestrian and road gates shall be locked with an approved lock as the minimum
requirement. The approved lock for the metropolitan network is V29PC lock.
Pedestrian Egress
Pedestrian gates shall allow emergency egress without requiring a key. The device
that permits emergency egress shall be secured so that it cannot be operated from
outside the security fence. This can be achieved by providing an egress release
button or knob with a guard from inside the stabling yard within the security fence.
Maintenance
All gates shall be designed so that they can be installed, operated, inspected and
maintained safely.
9.2.2.2 Additional Metropolitan Network Requirements
Location & layout requirements
Provision of a pedestrian gate shall also be made at the interface of every two 3-
carriage unit length. Refer to Appendix I for the typical locations of access gates.
Pedestrian gates shall be a minimum of 800mm wide. Road and pedestrian gates
shall be incorporated into the fencing.
A sliding gate is the preferred type of road gate, subject to the specific site layout of
the stabling yard.
Control of Gates
For 24 hour manned stabling sidings, the following systems should be provided for
the control of all access gates:
• from the security office
• swipe card system
• keyed entry with a V29PC lock, and
• integrated to magnetic lock.
The gate shall be released by either one of the above systems.
Refer to AS 5007 ‘Powered doors for pedestrian access and egress’ for the
requirements of powered pedestrian and egress gate.
9.2.2.3 Additional Intrastate Regional Network Requirements
Pedestrian gates shall be a minimum of 1200mm wide. Road and pedestrian gates
shall be incorporated into the fencing.
Road Gates shall be a minimum of 6m wide to a maximum 8m depending on the

operational requirement of the proposed yard.
9.3 CLOSED CIRCUIT TELEVISION (CCTV)
CCTV coverage shall be provided throughout the metropolitan stabling yards for
surveillance and monitoring.
The CCTV shall to be monitored from the local security room or station control desk.
CCTV shall provide full coverage of the stabling area, including:
• the entire boundary security fencing,
• all pedestrian and road access gates
• all footpaths and roadways including the access pathway between trains
• stabled trains
• access to amenities building
• cleaning and storage facilities including battery truck shelter
• fence gates for road and pedestrian access
The design of the CCTV for the stabling siding area shall encompass full surveillance
and meet all requirements of VRIOGS 002.4 ‘Guidelines for CCTV Development’.
Currently there is no requirement for CCTV in stabling yards on the intrastate

regional network.
SECTION 10.0 FACILITIES & OTHER SERVICES
10.1 STAFF AMENITIES
The provision of staff amenities at stabling yards depends on factors such as the type
of function performed and the number of trains stabled at a specific yard. The ARO
shall provide a list of the staff facilities which have been agreed between the ARO
and its staff. All staff amenities shall meet WorkSafe Victoria Compliance Code for
Workplace amenities and work environment.
The amenities may comprise a separate building within the stabling yard or shared
facilities with station staff located at the adjacent station. The ARO shall specify if a
separate building for staff amenities is required.
An access pathway shall be provided to the staff amenities building. Refer Appendix
I for the suggested location of staff amenities at a stabling yard.
10.2 STORAGE AND OTHER AMENITIES

The following minor amenities shall be located within the stabling area:
• Lockable shelter for the battery truck or tug;
• Storage area for cleaning equipment and stores including a sink for a cleaner
with hot and cold water taps;
• Storage area for rolling stock spare parts, including spare glass for train
windows for emergency replacements;
• Parking spaces for train cleaning and maintenance staff. ARO is to provide
the exact number of parking spaces required;
• communications room;
• security guard office for 24 hour manned stabling yard
Water taps shall be provided throughout the stabling yard. Water taps shall be
located above ground level on the fence line or against a pole or structure.
Typical locations of these facilities is described in Appendix I.
These amenities may be located at the staff amenities building if one exists at the
stabling yard.
A ‘dump-master’, with a lockable lid to discourage unauthorised use, shall be

provided for rubbish removed from stabled trains. The ‘dump-master’ shall be located
outside the secured area but near a road access gate, where it can be readily
accessible by train cleaning staff and garbage collector. Refer Appendix I for the
suggested location.
10.2.2 Regional Network Requirements
The following amenities shall be located within the regional stabling yard:
• A shed for the battery cart with a lockable gate (size 2m x 3m)
• Storage area for maintenance tools and equipment, equipment for train
preparation (such as oil and lubricant), cleaning products and equipment and
stores including a sink for a cleaner with hot and cold taps (size 3m x 3m)
• Storage area for a dewatering trolley
• Car parking spaces for train drivers, shunters and cleaning staff
Dewatering and water taps shall be provided along the stabling roads at regular
interval (every 25m) for both potable water and cleaning water. Underground water
tap is preferable.
These amenities shall be located near the staff amenities building if it exists at the
stabling yard.
A ‘dump-master’, with a lockable lid to discourage unauthorised use, shall be

provided for rubbish removed from stabled trains. The ‘dump-master’ shall be located
outside the secured area but near a road access gate, where it can be readily
accessible by train cleaning staff and garbage collector. Refer Appendix I for the
suggested location.
10.3 LOCATION OF NON RAIL SERVICES
Where possible all non-rail services are to be located outside the footprint of the
stabling area. Security and cleaning for stabling are not considered to be non-rail
services.
SECTION 11.0 OCCUPATIONAL HEALTH AND SAFETY
11.1 COMPLIANCE WITH LEGISLATION AND STANDARDS
In relation to the occupational health and safety of workers at a train stabling area,
legislation, codes, standards and documents which shall be complied with include,
but are not limited to, the following:
• AS4292 Railway Safety Management series
• Rail Safety Act 2006
• Rail Safety Regulations 2006
• Occupational Health and Safety Act 2004
• Occupational Health and Regulations 2007
• WorkSafe Victoria Codes of Practice
• ARO’s Safety Management System or the equivalent
11.2 SIGNAGE
General safety and operational signage shall be placed in the relevant area of the
stabling yards. The provision of signage to be provided include, but are not limited
to, the following:
• First Aid kits
• Emergency exit
• Emergency assembly point
• High Voltage
• ‘No Access’ for public
• Battery Cart Shed
• Cleaner Storage Shed
• HAZCHEM signage where required
• Fire Extinguisher
• Stop Boards for various trains
• Chevrons for the all rail access gates (inside and outside) and end of stabling
roads
11.3 SITE ACCESS SAFETY
Access pathways shall be free of tripping hazards.
To increase the visibility of structures and poles (for lighting and overhead traction for
example) on pathways, all structures and poles erected on, or immediately adjacent
to, pathways shall be painted white from ground level up to 2000mm.
11.4 FACILITIES FOR EMERGENCY AND FIRE MANAGEMENT
Facilities for fire management such as water, fire hydrants and fire distinguishers with
hose reels shall be provided throughout the stabling yard. Appropriate fire
distinguishers shall be used to deal with petrochemical fires and electrical fires. All
fire fighting equipment shall be located where clearly visible and easily accessible.
Typical locations of these facilities for emergency are described in Appendix I.
A documented emergency management plan shall be prepared in accordance with

the relevant Australian Standard to protect workers and infrastructure in the event of
a fire.
Signage for emergency evacuation must be clearly displayed at strategic locations.
A fire service plan shall be located at all access points where emergency services
may approach for use by emergency services. The size of the fire service plan
depends on the size of the stabling yard and the facilities installed. The plan shall be
easy to read and shall provide clear information of:
• Site layout
• Access road and vehicle entry
• Pedestrian road
• Fire management facilities such as fire hydrants
A copy of the plan should also be provided to the station master of the adjacent
station or the fire authority if required.
11.5 FIRST AID FACILITIES
First aid kits shall be located where clearly visible and easily accessible. The
location of the first aid kits will be site specific.
11.6 HANDLING AND STORAGE OF CHEMICALS
Handling and storage of chemicals within the train stabling area shall comply with the
relevant WorkSafe Victoria Codes of Practice. Material Safety Data Sheet (MSDS)
shall be available on site for hazardous substances.
SECTION 12.0 REFERENCES
12.1 REFERENCED DOCUMENTS
1. AS1158 Lighting for roads and public spaces

2. AS1428.4 Design for access and mobility - Means to assist the orientation of
people with vision impairment - Tactile ground surface indicators
3. AS1657 Fixed platforms, walkways, stairways and ladders - Design,
construction and installation
4. AS1680.0 Interior lighting - Safe movement
5. AS3000 Electrical installations (known as the Australian/New Zealand Wiring
Rules)
6. AS4292 Railway Safety Management
7. AS5007 Powered doors for pedestrian access and egress
8. Rail Safety Act 2006
9. Rail Safety Regulations 2006
10. Occupational Health and Safety Act 2004
11. Occupational Health and Regulations 2007
12. CCTV Development Standards for Fixed Installations (Version 1.9), Department of
Transport, 2009
13. VRIOGS 001 Structure Gauge Envelopes - Minimum clearances for
Infrastructure Adjacent to the Railway
14. VRIOGS 004.1 Heavy Rail Track Design Manual
15. VRIOGS 010.7 Track Bonding, Track Circuit Connections and Traction
Interfaces
16. VRIOGS 012 series - Signalling
17. WorkSafe Victoria Codes of Practice
12.2 LIST OF STANDARD DRAWINGS
1. F598 ‘Track Formation & Ballast for Open Single Track Construction’
2. STD_G0103 ‘Signal Mast Assembly
VRIOGS 004.13 35
APPENDIX A TYPICAL DOUBLE ENDED STABLING SIDING LAYOUT

TR POINT INDICATION
(Metropolitan Network Only)
TR POINT INDICATION
(Metropolitan Network Only) SECURITY
POTS TAG FENCE
SECURITY (Metropolitan only)
FENCE POTS TAG
(Metropolitan only)
TR
TRAIN TRAIN
ACCESS ACCESS
GATE GATE
TR
TANGENT TRACK DESIRABLE TANGENT TRACK ALIGNMENT TANGENT TRACK ALIGNMENT TANGENT TRACK ALIGNMENT TANGENT TRACK DESIRABLE
25 25 25 25 25 25 25 25
A B C D E K K K E D C B A
3 2 (12 or 9) (3 or 6) 7 1 1 1 7 (3 or 6) (12 or 9) 2 3
Min Min
F J J F
15 H H H J H 15
3 3
Min (length of rolling stock) (length of rolling stock) (length of rolling stock) 3 (length of rolling stock) Min
Min Min
G G
22 22
Min Min
LEGEND:
A DISTANCE ALLOWED TO ENBLE SECURITY GATES TO SWING INWARDS. THIS DISTANCE MAY NEED TO BE INCREASED DEPANDING ON THE WIDTH OF THE GATE
B DISTANCE BETWEEN SIGNAL AND DERAIL
C DISTANCE BETWEEN EDGE OF PATHWAY AND SIGNAL
D PATHWAY FOR START AND END OF A SIDING TRACK
E DISTANCE BETWEEN TR POINT AND IRJ
F MINIMUM SIGNAL SIGHTING DISTANCE FROM TRAIN REPORTING (TR) POINT. THE ACTUAL DISTANCE IS SUBJECT TO SIGNAL SIGHTING COMMITTEE
G TR TRACK CIRCUIT
H LENGTH OF ROLLING STOCK
J PATHWAY BETWEEN TWO STABLED TRAINS
K DISTANCE BETWEEN IRJ AND PATHWAY ALLOWED FOR TRACK LEADS
INSULTED RAIL JOINT (IRJ)
DERAIL AND CROWDER NOTES:

1 ALL MEASUREMENTS ARE IN METRES UNLESS SPECIFIED
FOOTPATH / ROADWAY
TR TR POINT INDICATION (DIMENSION: 1000mm x 300mm)

(Required on Metropolitan Network Only)
36 VRIOGS 004.13
APPENDIX B TYPICAL SINGLE ENDED STABLING SIDING LAYOUT

TR POINT INDICATION FACE OF
SECURITY FENCE FACE OF OVERHEAD
(Metropolitan Network Only) BUFFER STOP TIE-OFF
POTS TAG SECURITY
(Metropolitan Network Only) FENCE
TRAIN
ER
FF
ACCESS
BU
GATE
TR
TANGENT TRACK DESIRABLE TANGENT TRACK ALIGNMENT TANGENT TRACK ALIGNMENT TANGENT TRACK ALIGNMENT
25 25 25 25 25 25 25
A B C D E P P P P D K L M N
3 2 (12 or 9) (3 or 6) 7 1 1 1 1 (3 or 6) 2 2 3
Min (depth Min
of buffer
F J J J stop)
15 H H H H
3 3 3
Min (length of rolling stock) (length of rolling stock) (length of rolling stock) (length of rolling stock)
Min Min Min
G
22
Min
LEGEND:
A DISTANCE ALLOWED TO ENBLE SECURITY GATES TO SWING INWARDS. THIS DISTANCE MAY NEED TO BE INCREASED DEPANDING ON THE WIDTH OF THE GATE
B DISTANCE BETWEEN SIGNAL AND DERAIL
C DISTANCE BETWEEN EDGE OF PATHWAY AND SIGNAL
D PATHWAY FOR START AND END OF A SIDING TRACK
E DISTANCE BETWEEN TR POINT AND IRJ
F MINIMUM SIGNAL SIGHTING DISTANCE FROM TRAIN REPORTING (TR) POINT. THE ACTUAL DISTANCE IS SUBJECT TO SIGNAL SIGHTING COMMITTEE
G TR TRACK CIRCUIT
H LENGTH OF ROLLING STOCK
J PATHWAY BETWEEN TWO STABLED TRAINS
K NOMINAL DISTANCE TO FACE OF THE BUFFER (SITE SPECIFIC)
L DEPTH OF THE BUFFER STRUCTURE
M CLEARANCE DISTANCE TO THE FACE OF OVERHEAD TIE OFF ADDITIONAL CLEARANCE IF FRICTION BUFFER IS USED
N MINIMUM CLEARANCE DISTANCE TO SECURITY FENCE
P DISTANCE BETWEEN IRJ AND PATHWAY ALLOWED FOR TRACK LEADS
INSULTED RAIL JOINT (IRJ)
DERAIL AND CROWDER

NOTES:
FOOTPATH / ROADWAY
1 ALL MEASUREMENTS ARE IN METRES UNLESS SPECIFIED
TR TR POINT INDICATION (DIMENSION: 1000mm x 300mm)

(Required on Metropolitan Network Only)
VRIOGS 004.13 37
APPENDIX C TYPICAL CROSS SECTIONAL STABLING LAYOUT – METROPOLITAN NETWORK ONLY
BATTERY
TRUCK
Footpath
L
C
1.50 1.50 1.50 1.75
3.00 3.25
6.25
L
C
CROSS SECTION - GENERIC STABLING LAYOUT - SINGLE TRACKS

MINIMUM HORIZONTAL CLEARANCE DIAGRAM
SCALE: NOT TO SCALE
C1. TYPICAL CROSS SECTIONAL STABLING LAYOUT - SINGLE TRACK
38 VRIOGS 004.13
BATTERY
TRUCK
Roadway Foothpath
Footpath
CL
1.50 1.50 1.50 1.75 1.50 1.50 1.50
3.00 4.75 3.00
10.75
L
C L
C
CROSS SECTION - GENERIC STABLING LAYOUT - TWO TRACKS

SCALE: NOT TO SCALE
C2. TYPICAL CROSS SECTIONAL STABLING LAYOUT - TWO TRACKS
VRIOGS 004.13 39
BATTERY
TRUCK
Roadway
Footpath Foothpath
CL L
C
1.50 1.50 1.50 1.75 1.50 1.50 1.25 1.50 1.50 1.75
3.00 4.75 4.25 3.25
15.25
CL L
C L
C
CROSS SECTION - GENERIC STABLING LAYOUT - THREE TRACKS

SCALE: NOT TO SCALE
C3. TYPICAL CROSS SECTIONAL STABLING LAYOUT - THREE TRACKS
40 VRIOGS 004.13
BATTERY BATTERY
TRUCK TRUCK
0.30
Roadway Foothpath Roadway Foothpath

Footpath
L
C L
C
1.50 1.50 1.50 1.75 1.50 1.50 1.50 1.50 1.50 1.50 1.75 1.50 1.50 1.50
3.00 4.75 6.30 4.75 3.00
21.80
L
C L
C L
C L
C
CROSS SECTION - GENERIC STABLING LAYOUT - FOUR TRACKS

SCALE: NOT TO SCALE
C4. TYPICAL CROSS SECTIONAL STABLING LAYOUT - FOUR TRACKS
VRIOGS 004.13 41
BATTERY BATTERY BATTERY

TRUCK TRUCK TRUCK
0.30
Foothpath
Roadway Footpath Roadway Foothpath Roadway
L
C L
C L
C
1.75 1.50 1.50 1.25 1.50 1.50 1.75 1.50 1.50 1.50 1.50 1.50 1.50 1.75 1.50 1.50 1.50
3.25 4.25 4.75 6.30 4.75 3.00
26.30
L
C CL L
C L
C L
C
CROSS SECTION - GENERIC STABLING LAYOUT - FIVE TRACKS

SCALE: NOT TO SCALE
C5. TYPICAL CROSS SECTIONAL STABLING LAYOUT - FIVE TRACKS
42 VRIOGS 004.13
BATTERY BATTERY BATTERY BATTERY

TRUCK TRUCK TRUCK TRUCK
0.30
Raodway
Roadway Footpath Roadway Foothpath Roadway Footpath
L
C L
C L
C L
C
1.75 1.50 1.50 1.25 1.50 1.50 1.75 1.50 1.50 1.50 1.50 1.50 1.50 1.75 1.50 1.50 1.25 1.50 1.50 1.75
3.25 4.25 4.75 6.30 4.75 4.25 3.25
30.80
L
C CL L
C L
C L
C CL
CROSS SECTION - GENERIC STABLING LAYOUT - SIX TRACKS

SCALE: NOT TO SCALE
C6. TYPICAL CROSS SECTIONAL STABLING LAYOUT - SIX TRACKS
VRIOGS 004.13 43
APPENDIX D SIGNAGE – METROPOLITAN NETWORK

ONLY
E1 – An example of ‘No Vehicle Access - Pedestrian Only’ Signage
E2 – TR Point Indicator (Size: 1000mm x 300mm)
44 VRIOGS 004.13
APPENDIX E PATHWAY CONSTRUCTION

E1: ASPHALT PATHWAY
Min. 100mm WIDE

ASPHALT SHOULDER 75mm WIDE YELLOW
PAINTED LINES
Min. 50 mm CLEARING BETWEEN
SLEEPER AND PATHWAY
SLEEPER DEPTH SMALL

STD LARGE GRADED BALLAST
37.5mm BALLAST
C SECTION THRU (SCREENING PATH) Min. Length – Refer to VRIOGS 004.13 Section 5.4
NOTES: - ASPHALT
1. ASPHALT 30mm THICK
2. COMPACTED SUB-GRADE
3. BASE OF ASPHALT IS TOP OF SLEEPER LEVER
E2: ASPHALT PEDESTRIAN CROSSING

1
For flange gap standard clearance,
1 refer to VRIOGS 003.2 ‘Criteria for
Infrastructure at Railway Level
Crossings – Pedestrian Crossings’
D SECTION THRU (ASPHALT PEDESTRIAN CROSSING)
VRIOGS 004.13 45
APPENDIX F LIGHTING - BRACKET ON OVERHEAD
See next page
VRIOGS 004.13 47
APPENDIX G SECURITY FENCE - STANDARD DRAWING
2
-
TYPICAL EXTERIOR ELEVATION TYPICAL INTERIOR PANEL

ELEVATION
(COVER STRIP FIXING)
COVER STRIP FIXING
48 VRIOGS 004.13
APPENDIX H SECURITY FENCE ON A SLOPE
VRIOGS 004.13 49
APPENDIX I LOCATION FOR STABLING FACILITIES
TWO TRACKS SIDING LAYOUT Fence
Train Gate Pedestrian Gate

H Train Gate
Road Gate
Road Gate
H H Pedestrian Gate
Pedestrian Gate
Pedestrian Gate
Dump Master Provision for Staff Amenities, Battery Truck Shelter & Cleaners Store
THREE TRACK SIDING LAYOUT FOR WATER TAPS NOT TO SCALE

LEGEND: SECURITY FENCE
SIDING TRACK
H H FIRE HYDRANTS
ABOVE GROUND TAPS = O (PREFERABLY LOCATED ON FENCE LINE OR NEXT TO A POLE)
Provision for Staff Amentities, Battery Truck Shelter &
3 Carriage unit = 73 Metres Cleaners Store
Fence
1500mm
Pedestrian Gate Road Gate
Pedestrian Gate H H H Ped Gate
Road Gate
Train Gate
H H H Train Gate
Pedestrian Gate
NOTES:
1. ABOVE GROUND TAPS SHALL BE POSITIONED SUCH THAT ARE 1500MM CLEAR OF THE TRAIN COUPLING AREA Dump Master
2. CLEANERS STORE TO BE PROVIDED WITH WASH BASIN AND TROUGH

Nist-004 13

Загружено:

Сведения о документе

Оригинальное название

Авторское право

Доступные форматы

Поделиться этим документом

Поделиться или встроить документ

Параметры публикации

Этот документ был вам полезен?

Это неприемлемый материал?

Авторское право:

Доступные форматы

Nist-004 13

Загружено:

Авторское право:

Доступные форматы

Victorian Rail Industry Operators Group Standards

Train Stabling Facilities

Issue Date: 26/10/2010

VRIOGS 004.13 Train Stabling Facilities

APPROVER STATUS DATE QUALIFICATIONS

VRIOG Steering Approved 26/10/2010

Accredited Rail Operator

PURPOSE OF THE STANDARD

© Director of Public Transport 2005.

SECTION 1.0 CONVENTIONS ...............................................................................1

9.2 Access Gates .................................................................................................26

This page has been left intentionally blank.

SECTION 1.0 CONVENTIONS

SECTION 2.0 DEFINITIONS

Terminology used and/or applied in this Standard is defined as follows:

Accredited Rail An Accredited Rail Operator is a Rail Infrastructure

Authorised Person A person authorised by the Accredited Rail Operator or its

CCTV Closed Circuit Television

DMU Diesel Multiple Unit

DOPT Director of Public Transport

EMU Electric Multiple Unit Rolling stock for metropolitan

Maintained The defined level below which the average illuminance on

Luminance Contrast The amount of light reflected from one surface or

POTS Position of Train System

Substantial Alteration Activities that result in either a physical change to the

IRJ Insulated Rail Joint

TR Train Reporting Point

VRIOG The Victorian Rail Industry Operators’ Group comprising

• Australian Rail Track Corporation

SECTION 3.0 SCOPE AND GENERAL

Stabling requirements for freight trains will be developed in the future.

This Standard shall be applied in any circumstance of substantial alteration to, or

SECTION 4.0 PRINCIPLES

4.1 FUNCTIONAL REQUIREMENTS

Other functions that may be carried out in a yard include:

4.2 OPERATIONAL PARAMETERS

Rolling stock configurations:

Refer to the following drawings for the dimensions of rolling stocks:

4.3 ENVIRONMENTAL CONSIDERATIONS

SECTION 5.0 TRACK AND CIVIL WORKS

A siding may be double ended or single ended.

5.2 TERMINATION OF A STABLING SIDING

A risk assessment of each location shall be conducted by the ARO in conjunction

5.3.1 Track Geometry

5.3.2 Rail and Rail Joint

VRIOG Standard for track construction is to be developed. In the interim period,

5.3.4 Track Formation and Ballast

Crossings within sidings are to be a minimum of 1:7.52 with 5m switchblades.

Trimming of stock rail maybe considered in tight stabling arrangements, subject to

5.4.1 Metropolitan Network Requirements

Footpaths shall be designed for pedestrian use only. If necessary, appropriate

5.4.2 Intrastate Regional Network Requirements

Asphalt pathways shall be constructed in areas:

Screenings may be used in other circumstances, particularly in areas where there is

5.5 CONSTRUCTION OF PATHWAY

5.5.1 Screening Pathway

For screening pathways, 7mm screenings shall be used. Screenings shall be

5.5.2 Asphalt Pathway

Asphalt paths are to be constructed as follows:

Asphalt footpaths shall be a minimum clear width of:

Refer to Appendix E for the construction details of a typical footpath.

5.5.3 Cross Track Pathway

SECTION 6.0 SIGNALS