Re: Head on in the Western district

["John Kerley" <deaftech@ozemail.com.au>]

> For what its worth the Overland would have been travelling a little slower
> due to the as required status of Ararat, ie: If you see someone on the
> platform "STOP".

Although I doubt if if it would be much slower than the 50 kph reported at
the speed of impact in another post, especially if no passengers were booked
to be set down or picked up in Ararat.

 However even low speed impacts can be pretty disasterous and of course the
extent of the potential carnage is not the issue but the criminally
inadequate form of protection provided for a train "locked away" at Ararat.

>  >Point indicators are of little use on a
> > 115kph main line, especially as Ararat is merely an "intermediate
siding"
> > and not a crossing station as Zanthus is.
>
> Track speed before ARTC took over was 55km/h due to the curve at the down
> end an a 60km/h curve at the up end, however I now beleive that ARTC have
> bumped the former up to 75km/h, which on my recollection would be quite a
> frightening experience as it was rough enough at 55km/h.
>
> As for Switchstands and Point Indicators, the location makes viewing of
> either very hard due to the curve and bridge, however I guess any view
would
> be better than non. Another idea would be to do what was done at EMU which
> has a blind curve approaching the Trailable Point Indicator.
>
>  ie: A Repeating Signal, which would give the Driver an early view of the
> position of the points but not be required to stop at if defective. ie: If
> the points are set, Green over Yellow.
>
> If the points are open or not set (Annett Key removed) Yellow over Yellow.
>
> Stop at points and check position ect.
>
> Bob.
>
I believe that the only safe form of protection for sidings on a railway
where speeds of up to 115 kph and also passenger trains are permitted, is
either a system where the lock to the siding is interlocked with the Section
Authority, such as was the case with ES and when travelling on staff under S
& T.   Even when using a Master Key such as when travelling on ticket under
S & T, or is the case under Train Order working and ASW, such as for the
other sidings on the Western SG line, there is the potential that the master
key may be forgotten and left in the point lock.  (If the staff is left
behind, then it is definitely the driver who is being criminally
negligent!).

Therefore in my view only absolute signals preceeded by repeaters provide
the necessary protection on a "high speed" railway.   Even the CRT siding
type repeaters are inadequate.  Absolute protection is needed as well.

Certainly at Ararat given its additional status as a "junction siding" ,
absolute signals should be provided asp.

It is also ironic, which I think you pointed out in another post, that if
the CTC had  not been pulled out between Ararat and Pyrenees Loop, this
incident would not have happened.  A further irony is that the security at
Ararat was recently further down graded by providing not one but two Annett
keys so that both ends of the siding could be left open at once!!!

Cheers,

John Kerley