Safety message: Managing your signalling assets

> Risks and controls

Documenting the risks and controls demonstrates that key risks are being monitored, managed and mitigated effectively.

A non-exhaustive list of risks related to SCE&CS includes:

• Asset or component failure malfunction including ‘wrong side’ failures.
• Overloading e.g., mechanical, electrical or exceeds system software or hardware capability.
• Deterioration e.g., breakdown of insulation, corrosion, fatigue, insect/rodent attack, component over temperature, lightning, flooding or high temperatures.
• Road vehicle or rolling stock striking the asset.
• Injuries to staff or repair crews including from collisions with road vehicles or rolling stock.
• Injuries to public or staff due to asset malfunction.
• Wrong side failures

Each of the above risks should have controls in place to ensure safety SFAIRP of SCE&CS and those who interface with it.

A non-exhaustive list of controls includes:

• Risk evaluation and monitoring including potential for a “wrong side” event leading to a train derailment or collision.
• Inspection, testing and maintenance complying with the safety management systems (SMS). This includes any special engineering inspections to confirm adequacy of infrastructure or initiate any necessary repairs.
• Road vehicles actively protected at level crossings.
• Active monitoring and warning systems which identify and manage system or component faults.
• Workplace safety worksite protection procedures.
• Position of trackside and other high-risk infrastructure assets consider safe access for inspection and maintenance.
• Identification and assessment of hazards and safety risks, implementation, and review of relevant controls.

> Systems and procedures

Systems and procedures provide a clear and consistent approach in managing and conducting the inspection and maintenance of SCE&CS assets.

Information systems and procedures should cover includes, but is not limited to:

• Clearly defined competencies, accountabilities and requirements for engineers, inspectors and maintainers e.g. who is authorised to carry out inspections and maintenance and make decisions regarding SCE&CS assets.
• Inspection types, frequency and methodology.
• Previous inspection/maintenance reports, data and photographs.
• Details of inspection aspects, e.g., components, asset age, condition number of operations, rail traffic type and frequency, risks and hazards (including mitigations).
• Testing processes including the tests and test parameters used.
• Defect recording and reporting requirements.
• Actions, mitigations and interventions taken when asset condition falls outside the approved parameters and tolerances.
• Replacement and renewal processes including approval and authorised documentation used e.g., work instructions, work orders, test records covering the asset/component installation, testing and certification.
• Disconnection and isolation of equipment for maintenance or repair, including equipment which is defective or unavailable for use.
• Processes for updating asset registers to reflect the replaced/renewed/updated asset or component.
• Overall management and monitoring of compliance, and review of compliance to requirements.
• All of the above documented in network procedures and SCE&CS standards/procedures.

> Standards

Standards define the criteria for how assets should be maintained.

Relevant standards that can apply include but are not limited to the following:

• Applicable Australian Standards.
• RIM assets management systems and network rules.
• RIM maintenance standards and procedures.
• RIM and road authority safe working standards and procedures.
• Technical asset maintenance plans that include service schedules and frequencies tailored to meet the network’s safe reliable operational requirements.

> Inspection Records

Undertaking regular planned inspections of assets assists in providing an understanding of their condition and what repairs or additional maintenance may be required.

Information inspections / maintenance activities can include but is not limited to the following:

• Type of inspections:
  • Level 1 (routine visual inspection, servicing and reporting).
  • Level 2 (detailed inspection, testing and reporting - also includes Level 1 requirements).
  • Level 3 (detailed engineering inspection and reporting) utilised for:
    • independent monitoring of inspection/maintenance quality.
    • asset condition review and future planning.
    • mentoring opportunities to improve the quality of inspection and maintenance activities/tasks.
  • Special engineering inspection triggered by external events including:
    • asset specific areas which should be assessed.
    • safe access to infrastructure.
    • specified standards and asset condition parameters.
    • additional L1, L2 and L3 inspections e.g., significant defects, asset condition deterioration.
  • Additional inspections and/or testing due to operational changes such as increased asset or asset type failures, changes to traffic levels, increased axle loadings or changes to operational speeds.
• Processes for using previous inspection reports (L1, L2 and L3) for benchmarking asset changes including replacement, renewal and/or upgrade.
• Timing for inspection service schedules i.e., when inspections are due (L1, L2 and L3).
• Test record forms and checklists used to record information captured during inspections.

> Defect Management

Defect management is about ensuring defects or non-conformances are accurately recorded, criticality assessed, tracked, monitored and actioned from defect identification to rectification.

Information defect management can cover includes, but is not limited to, the following:

• Itemise, log and manage current defects (as per TMP and SMS).
• Defects are related to specific signalling asset, asset elements or component as per description/numbering system adopted in defect management standards and procedures.
• Key details about the defect including:
  • date found, inspection type (L1, L2, L3, or special), defect type, detailed location, including relevant photographs.
  • current criticality assessment including:
    • criticality limits (with triggers for additional and/or higher level of inspection/maintenance); and
    • safety critical defects that would result in restriction to, or suspension of railway operations.
  • programmed future action (monitoring frequency, correction date, more detailed inspection if nearing intervention limits).
• Next inspections due (L1, L2 and L3).
• Processes to document any changes made by the responsible engineer to the inspector’s draft defect criticality and/or correction date with reasons and any additional risk controls deemed relevant.
• Mitigations identified and prioritised according to their rankings.
• Recording of repairs made and ensuring these can be related and traced to the relevant defects and non-conformances.

Summary

The implementation of these recommendations can have operational safety and reliability benefits such as:

• Better use and programming of resources with fewer reactive repairs.
• More efficient management of assets and understanding of on-going resource requirements including future asset replacement/renewal.
• Fewer overdue inspections or repairs.
• Better risk-based responses to repairs including improved hazard and risk management together with higher network reliability and availability.

As a result of this safety message, operators may benefit from reviewing their SMS.

The following list includes, but is not limited to, those systems and procedures likely to be most relevant for review:

1. Technical Maintenance Plans
2. Management of change process
3. Monitoring processes and procedures
4. Defect management systems
5. Competencies and Training processes
6. Corrective action systems and procedures