Road Rail Excavator Safe Work Method Statement

Operating road rail excavators requires dual competencies: standard excavator operation qualifications under WHS regulations, and rail industry-specific qualifications under rail safety legislation. All operators must hold current excavator high-risk work licences appropriate to the machine class and weight being operated—road rail excavators typically fall under the excavator licence categories based on operating mass. Additionally, operators require rail safety worker competency cards issued by rail infrastructure managers or recognized training organizations demonstrating completion of corridor access training, protection awareness modules, track safety procedures, and emergency response protocols specific to rail environments. These rail competencies cover topics including understanding protection systems, identifying different track types and configurations, recognizing electrical hazards from overhead wiring and third rail systems, communication protocols with rail traffic control, and emergency procedures if trains approach work sites unexpectedly. Some rail infrastructure managers require network-specific inductions beyond generic rail safety training, particularly for electrified networks or complex urban rail environments. Rail safety accreditation schemes vary by state and network—ARTC-controlled interstate corridors require ARTC induction and competency verification, while state networks including Sydney Trains, Metro Trains Melbourne, Queensland Rail, and others maintain separate competency schemes. Verify specific competency requirements with the rail infrastructure manager during project planning and allow adequate time for personnel to complete required training modules which can take 2-5 days depending on prior experience. Maintain competency records for all personnel and establish verification procedures confirming currency before each rail corridor access.

Working near live tracks while trains continue operations requires implementation of lookout protection systems and strict clearance management. First, verify with the rail infrastructure manager whether your work proximity to live tracks falls within their rules requiring lookout protection—typically work within 3 metres of track centerline requires protection arrangements even when not fouling the track. If lookout protection is required, rail protection officers assign dedicated lookout personnel trained in train identification and approach speeds relevant to the corridor. Lookouts position themselves at calculated locations along the track providing sufficient sighting distance for trains approaching your work area—the required sighting distance depends on train speeds and your required clearance time, typically ranging from 400 metres for 80km/h corridors to 1,000+ metres for high-speed corridors. Establish clear communication protocols between lookouts, excavator operator, and protection officer using two-way radios. When lookouts sight approaching trains, they radio 'TRAIN APPROACHING' alerts providing the operator with time to lower boom, stop slewing movements, and ensure all personnel and equipment are clear of the 3-metre minimum clearance boundary. The operator must acknowledge train alerts and confirm 'CLEAR' once positioned safely. Only after trains pass and lookouts confirm 'ALL CLEAR' may work resume. Throughout operations near live tracks, assign a dedicated clearance observer whose sole task is monitoring excavator boom position relative to marked clearance boundaries—this person has authority to immediately stop work if boom approaches clearance limits. Mark clearance boundaries on the ground using highly visible paint or physical barriers showing maximum safe boom slew radius. Install proximity alarms or boom limiters preventing inadvertent boom movements into restricted clearances. Never rely solely on operator judgment for clearance management—visual references, alarms, and observers provide redundant controls essential in high-consequence rail environments. Document all train passes and clearance management activities in daily work logs demonstrating systematic control implementation.

If derailment occurs, immediately stop all machine operations, apply parking brake, shut down the engine, and evacuate the cabin quickly but safely. The derailed machine now fouls the track creating extreme train strike risk. Activate emergency communication protocols: radio the rail protection officer immediately reporting derailment and requesting emergency protection be established on all adjacent tracks as the machine may extend into clearance envelopes of multiple tracks. The protection officer must communicate with rail traffic control requesting emergency stops of all trains approaching the affected track sections. Evacuate all personnel from the derailed machine and surrounding area to safe locations at least 5 metres from the nearest track, positioning yourselves where you can observe approaching trains. Establish visual protection if possible by placing detonators on approach tracks and waving red flags or lights to warn train drivers—protection officers carry emergency protection equipment for this purpose. Once emergency protection is confirmed and all trains stopped, conduct assessment of derailment severity: Are rail wheels completely off the track or partially derailed? Has the machine rolled toward adjacent tracks? Is there any damage to track infrastructure including broken rails or displaced ballast? Has the boom or undercarriage contacted overhead wires creating electrical hazards? Document derailment conditions with photographs from multiple angles showing machine position relative to tracks and any infrastructure damage. Contact rail infrastructure manager's emergency response team and your organization's management immediately—derailments trigger investigation and reporting requirements under rail safety legislation. Do not attempt to re-rail the machine using the excavator's own power—this typically worsens damage and can cause additional track damage or complete machine rollover. Re-railing requires specialized heavy recovery equipment including rail-mounted cranes or heavy road cranes, often taking 6-24 hours. Rail infrastructure managers will typically manage re-railing operations given the track access complexities and infrastructure protection requirements. Cooperate fully with rail safety investigations providing factual information about circumstances leading to derailment—investigations focus on systematic causes and preventive improvements rather than individual blame. Document lessons learned and implement corrective actions addressing any procedural or equipment factors that contributed to the derailment.

Overhead electrical wiring on Australian electrified railways operates at voltages between 1,500 volts DC and 25,000 volts AC depending on the network—Sydney suburban (1,500V DC), Melbourne metropolitan (1,500V DC), Queensland suburban (25,000V AC), and interstate corridors on electrified sections (25,000V AC). These voltage levels cause instantaneous arcing and electrocution if contacted by excavator booms or any conductive objects. Minimum clearance requirements are strictly enforced: 3 metres horizontal clearance from any part of overhead wire systems, 3 metres vertical clearance below wires when working with raised booms, and 1 metre clearance from non-insulated support structures. These clearances account for wire movement due to wind, temperature effects causing sag variations, and electrical arcing distances under fault conditions. The only safe method for working within these clearance limits is obtaining electrical isolation of the overhead wiring from the network control authority. Isolation requests must be submitted during project planning stage—typically 4-6 weeks advance notice—as isolation affects network operations and requires traffic management arrangements. When isolation is granted, verify isolation certificates are issued specifying the isolated section and earthing points. Before commencing work, test for absence of voltage using appropriately rated voltage detection equipment operated by electrical workers authorized for high voltage systems. Never assume isolation based solely on certificate—verification testing is mandatory. For work where isolation cannot be obtained due to operational requirements, implement multiple redundant controls: install physical boom height limiters preventing boom raising beyond heights that would breach vertical clearances, fit proximity detection systems providing audible and visual warnings when boom approaches within 1 metre of the 3-metre clearance limit, mark maximum safe boom angles on the machine, assign dedicated observers whose sole task is monitoring boom position relative to wires, and establish absolute no-go zones marked on ground where boom cannot traverse even when lowered. If any electrical contact occurs despite controls, the excavator body becomes energised. Operators must remain in the cabin with doors closed until qualified electrical authorities confirm power has been isolated and the machine is de-energised. Never exit an energised machine as stepping to ground creates a path for electricity to flow through your body causing fatal electrocution.

Rail corridor communication follows specific protocols mandated by rail infrastructure managers differing from general construction radio procedures. All communication occurs on designated rail network radio channels—never use general construction or UHF channels for rail corridor communication. Radio channels are assigned for specific track sections or work areas and communicated during protection briefings. Standard radio protocols include: when initiating transmission, identify yourself using your designation ('Excavator Operator 42' or protection officer designation), identify who you are calling ('Protection Officer track section 23km-26km'), and state your message concisely using clear plain language avoiding slang or abbreviations. When receiving communications, acknowledge explicitly: 'Message received and understood, Excavator Operator 42' rather than simple 'okay' which may not be heard clearly. Emergency communications take priority over all other traffic: if anyone transmits 'EMERGENCY STOP' or 'ALL STOP', immediately cease all non-essential communications and all workers stop activities and establish situational awareness of the emergency. Protection officers communicate with rail traffic control using additional protocols including protection arrangements confirmation ('Protection established at 23km-26km, time 0930, Excavator 42 may proceed') and protection release communication ('Work complete, equipment clear, request protection release 23km-26km'). Traffic control confirms protection release before protection officers remove physical protection devices. Train approach warnings follow standard format: 'TRAIN APPROACHING from [direction] on [track identification], estimate [time] to work area, all personnel establish safe clearance.' Excavator operators acknowledge train warnings and confirm clearance: 'Boom lowered, machine positioned clear, Excavator 42.' Never rely on mobile phones as primary communication in rail corridors—rail network radios are monitored by traffic control and provide evidence of communications in investigations. Test radios daily and carry spare batteries. If radio failure occurs during work, immediately suspend operations and inform protection officer using alternative communication methods—never continue work without reliable communication.

Mode transitions between road and rail operation require methodical procedures following manufacturer specifications and rail infrastructure manager requirements. Before commencing road-to-rail transition, verify several critical conditions: identify a suitable transition location on level, straight track away from points, crossings, curves, and grades; ensure track gauge at transition point is measured and documented—use track gauge measurement tools confirming gauge is within tolerance (+/- 10mm from standard 1,435mm gauge); inspect rail wheel assemblies for cracks, wear, damaged flanges, and secure mounting bolts; test hydraulic systems controlling rail wheel deployment by cycling partially to verify smooth operation without leaks or unusual noises; measure machine rail wheel gauge settings and confirm they match track gauge within +/- 3mm tolerance—if settings don't match, adjust using manufacturer procedures and re-verify measurements. Position machine precisely centered on track with alignment marks on machine undercarriage aligned with track centerline. Deploy rail wheels hydraulically following specified sequence which typically involves rear wheels deploying first to establish gauge before front wheels deploy. Monitor deployment watching for even, simultaneous deployment on both sides. Once deployment appears complete, shut down engine and exit machine for physical verification. Conduct external inspection verifying: rail wheel flanges are positioned inside rail gauge with treads in full contact with rail top surface, rail wheel locking mechanisms have fully engaged, no gaps exist between wheels and rails, tyres have lifted clear or positioned correctly per machine design, no ballast or debris is jammed between wheels and rails. After physical verification, restart engine and conduct test movement: move machine 2 metres forward at minimum speed while assistant observes wheel-rail interface checking for lifting, lateral movement, or instability. Stop and re-inspect rail wheels. Only proceed with track travel after successful test movement confirms stable engagement. For rail-to-road transition: position on level straight track, retract rail wheels following specified sequence, verify wheels fully retract and lock in road position, confirm tyres provide stable support, inspect for damage or dragging components before road travel. Document all transitions in plant logs including gauge measurements, inspection results, and any issues requiring attention.