TLIF0020 Safely access the rail corridor - RIW & SARC course

A complete TLIF0020-aligned learner workbook. Click any section to jump.

Total reading time: approximately 8–10 hours of focused study (this is a deeper resource than a single TLIF0020 day course; suitable for self-directed study, refresher, or as a teaching reference). Practical assessment: conducted in person on a network-approved training site (Appendix E).

Sydney Trains Waratah at Central

Metro Trains Melbourne X'Trapolis

Queensland Rail Tilt Train

Pacific National freight on ARTC corridor

Photos via Wikimedia Commons (CC BY-SA): Bidgee, Thebusofdoom, Seo75, Tomoyn.

The Rail Industry Worker (RIW) program is the national workforce-management and competency-verification system used by the Australian rail industry. It is the closest thing rail has to a "passport" for working in or around the rail corridor - a single, electronically-verifiable credential that aggregates a worker's identity, photo, medical fitness, training competencies, network inductions and authorisations into one card-based record.

Before RIW, every major rail operator in Australia maintained its own paper-based or proprietary competency system. A track worker who moved from a Sydney Trains worksite to an ARTC worksite to a Queensland Rail worksite would need three separate inductions, three separate competency files, and three sets of paperwork to prove the same skill. Verification was slow, fraud was common (counterfeit competency cards, expired tickets passed off as current), and there was no real-time way for a site supervisor to check whether the person presenting a card was actually qualified for the work.

The RIW program was launched in 2013–2014 by the major Australian network managers (ARTC, Sydney Trains, Queensland Rail, Metro Trains Melbourne, V/Line and others) jointly with Pegasus Management Group, who operate the system on behalf of industry. It is now mandatory for nearly all corridor access on the major Australian networks, with each network adding its own network-specific competencies on top of the universal RIW base.

What an RIW Card actually is

The RIW Card is both a physical photo-ID card (credit-card-sized, with a magnetic stripe and chip) and a digital record in the central RIW database. The card itself is not the credential - the credential is the database record it links to. The card is simply a convenient, tamper-evident way to identify the worker and trigger a database lookup.

On the front of the card you will find:

• The worker's photo (taken at registration; refreshed at renewal)
• The worker's full legal name
• The worker's unique RIW Universal Reference Number (URN) - a 9-digit identifier that follows the worker for the life of their rail career
• The worker's employer of record (the company who registered them)
• The card's issue date and renewal date (3-year cycle)
• The RIW logo and any high-level safety-critical role indicator

On the back of the card you will find:

• The worker's signature
• The card's magnetic stripe and contact chip (used by Verifier devices on site)
• The card's serial number
• Emergency contact instructions for lost or stolen cards

The card is intentionally simple. It does not list specific competencies or expiry dates for individual tickets, because those change frequently. Anyone who needs to know your competencies must look up your URN in the database (via the RIW Verifier mobile app, or the network's site-access kiosks) - the database is the authoritative source.

"The Australian rail network" is not a single thing - it is a patchwork of separately-accredited operators, with different track gauges, voltages, signalling systems and operating rules. RIW provides the universal worker-credential layer; each operator adds its own network-specific induction and operating rules on top. Knowing which network you are on, and what's different about it, is fundamental.

Why this matters operationally: a track worker who moves between Sydney Trains (1500 V DC) and an ARTC freight corridor (25 kV AC, where electrified) needs different no-go-zone awareness, different emergency isolation procedures and different network rules. The base TLIF0020 covers universal principles - but every network induction layers on the local detail. WA is also distinct: it operates outside the RSNL under its own Rail Safety Act 2010 (WA), with its own regulator (the Office of Rail Safety within DMIRS).

"Rail Labourer" is the Victorian entry-level pathway into the rail industry. It is delivered as a nationally-recognised skill set - a bundle of constituent units of competency that together form a complete entry credential. Different RTOs in Victoria package and brand it slightly differently - you may see it called "Rail Labourer", "Rail Track Worker", "Rail Infrastructure - core units", or by skill-set codes such as TLISS00261 - but the constituent units and the outcome are essentially the same: you become eligible for entry-level corridor access work on Victorian rail networks.

The pathway in one diagram

CPR training (illustrative - HLTAID009/011)

Lockout-Tagout (illustrative - TLIF0019)

Track-laying labour (illustrative - manual handling)

Photos via Wikimedia Commons (Public Domain / CC BY 2.0 / CC BY-SA 2.0): U.S. Army National Guard, "darkday" (Brisbane), Evelyn Simak. Used as illustrative visualisations of the constituent skill-set components.

The constituent units - what each one teaches

Career ladder - where the Rail Labourer pathway can lead

Each progression step adds specific units of competency on top of the base. Senior progression also requires demonstrated time-on-tools, performance reviews, and (for some roles) trade qualifications.

What a Rail Labourer actually does - day-to-day

• Track maintenance support - assisting trade-qualified track workers with sleeper renewal, fish-plating, ballast regulation, basic measurements.
• Worksite preparation - setting up barriers, signage, tool storage, clearing vegetation around the work area.
• Materials handling - moving sleepers, rail components, ballast bags, tools to and from the work zone (often using mechanical aids).
• Cleanup & disposal - removing old materials, separating waste streams, disposing of regulated waste (creosote sleepers, scrap metal) to licensed facilities.
• Vegetation management - controlled brush cutting, herbicide spotting (if endorsed), keeping sight lines clear.
• Drainage clearance - clearing culverts and side drains to prevent track flooding.
• Acting as Lookout if you obtain the additional Lookout competency.
• Acting as a worksite labourer for project work - supporting cable laying, signal cabin construction, fence installation, level-crossing upgrades.

Knowledge check: A worker has just completed the Rail Labourer skill set including TLIF0020 and HLTAID011. They have a current Cat 2 medical. They have NOT yet completed V/Line PASE. Can they start work on the Geelong line?

V/Line N-class loco hauling H-set

Southern Cross Station - V/Line hub

Ballarat Station - Western Line

Rural level crossing (Australian)

Photos via Wikimedia Commons (CC BY-SA / CC BY): Marcus Wong, Philip Mallis, Mattinbgn, DBZ2313.

V/Line is the operator of Victoria's regional rail network - the long-distance and country routes radiating from Melbourne. It is operationally and culturally distinct from Metro Trains Melbourne (which runs the Melbourne suburban network). A worker certified on Metro Trains is not automatically certified on V/Line, and vice versa - each network requires its own induction. This section covers the Victorian-specific operating context every worker on V/Line corridor must understand.

V/Line route geography

Schematic for orientation only - not to scale. V/Line operates over both V/Line-managed track (regional) and shares some track with Metro Trains (suburban Melbourne) and ARTC (interstate freight corridors). Knowing which network you are on at any given location is critical - the rules and induction differ.

Track gauge in Victoria - broad vs standard

Victoria is one of the most gauge-complicated states. Most V/Line track is broad gauge (1600 mm) - the historical Victorian standard, also used in South Australia. Some sections are standard gauge (1435 mm) - the national interstate gauge connecting to NSW and the ARTC freight corridor. A few critical sections are dual-gauge - carrying three rails so trains of either gauge can use the same route.

Why this matters for workers: on broad-gauge track, the "four foot" between the rails is wider (1600 mm vs 1435 mm), but the danger zone rules are unchanged. On dual-gauge sections, there are three rails - the middle one is shared; tripping hazards are higher; you must be especially careful walking. Gauge transitions occur at specific points; never assume a section's gauge without checking site documentation.

V/Line Personal Awareness for Safe Entry (PASE) - what's covered

PASE is V/Line's network-specific induction. It is required for any worker entering the V/Line corridor, including those who already hold TLIF0020 from another delivery. Typically a 4–8 hour module, classroom + online + practical demonstration. Content covers:

• V/Line as an organisation - structure, key contacts, the V/Line Network Control centre, how V/Line interacts with ARTC and Metro Trains
• V/Line Network Rules - specific operating rules that differ from generic TLIF0020 (e.g. specific PoS requirements at V/Line passing loops, specific protocols for dual-gauge sections)
• V/Line worksite protection - how PO appointments work in V/Line, the V/Line-specific TOA / LPA forms and authority sequence
• V/Line communications - specific UHF/VHF channels, callsigns, escalation procedures
• V/Line rolling stock awareness - VLocity DMUs, locomotive-hauled passenger sets (N-class loco hauling), freight movements over V/Line track, OTM operations
• V/Line route knowledge - the 5 major lines, key junctions, kilometre-post conventions
• Country-specific hazards - livestock straying onto track, kangaroo strikes (one of the most-frequent V/Line incident causes), level crossings on country roads, isolation distance from emergency services, heritage diesel operations, vegetation fires near track
• V/Line D&A program - on-site testing protocols, contracted tester arrangements
• V/Line emergency response - escalation chain, network control numbers, regional ambulance/fire/SES coordination
• V/Line incident reporting - specific notifiable-occurrence reporting paths
• V/Line cultural and environmental obligations - Heritage Victoria sites along corridor, Aboriginal Country crossed by V/Line routes

V/Line route-specific hazards (regional)

Knowing which network you are on

A V/Line shift may take you over multiple networks. From Southern Cross Station outwards, you may transit Metro-managed track, then V/Line-managed track, then in some cases ARTC freight track. Each transition changes the rules - protection arrangements, who you call, what radio channel, what voltages are present overhead. Your pre-work brief should explicitly state which network owns which segment of your worksite. If unclear - ask, do not assume.

Knowledge check: A V/Line track gang is working at Sunshine Station. Sunshine is a Metro Trains-operated station that V/Line trains call at on the Geelong / Ballarat / Bendigo lines. Which network's induction does the gang need?

The Rail Safety National Law (RSNL) is the legislative backbone of Australian rail safety. Originally enacted in South Australia in 2012, it has been adopted by every state and territory except Western Australia (which operates under the Rail Safety Act 2010 (WA)). It is administered by the Office of the National Rail Safety Regulator (ONRSR), headquartered in Adelaide. Below are the most important sections that every rail safety worker is expected to know.

Section 46–47 - Duties of rail transport operators

"A rail transport operator must ensure, so far as is reasonably practicable, the safety of the operator's railway operations." (s.46)

Plain English: Each accredited operator (Sydney Trains, ARTC, etc.) carries the primary duty of care - the same SFAIRP test as WHS law. They cannot delegate or contract out of this duty. Section 47 extends the same duty to rail infrastructure managers and rolling stock operators.

Section 52 - Duties of rail safety workers

"A rail safety worker must, while at work: (a) take reasonable care for his or her own safety; (b) take reasonable care that his or her acts or omissions do not adversely affect the safety of other persons; (c) comply with any reasonable instruction given by the rail transport operator; (d) cooperate with any reasonable policy or procedure of the rail transport operator relating to safety."

Plain English: Four duties on you (mirror image of WHS s.28). Look after yourself. Don't put others at risk. Follow reasonable instructions. Cooperate with operator procedures (D&A testing, fitness for duty, network rules).

Sections 116–117 - Drug and alcohol testing

The RSNL gives ONRSR and rail operators broad powers to require drug and alcohol testing. The tests apply to any rail safety worker at any time during or before a shift. Refusal to undergo a test is treated the same as a positive result.

• Pre-shift testing: at the operator's discretion. Many operators conduct random pre-shift breath tests on safety-critical staff.
• Random testing: mandatory under operator D&A management plans. Frequency varies but ARTC, Sydney Trains, Metro Trains all conduct routine random testing.
• Post-incident testing: mandatory after any notifiable occurrence. Test results form part of the incident investigation.
• Reasonable cause testing: a supervisor or PO who reasonably believes a worker is under the influence may direct an immediate test.
• Standard: 0.00% BAC. Any positive saliva or urine drug test = stand-down pending investigation.

Section 121 - Fatigue management

The RSNL imposes a specific duty on operators to prepare and implement a fatigue risk management plan for safety-critical workers. This includes shift-length limits, minimum rest breaks, journey management, fatigue self-reporting protocols, and education.

You as a worker have a corresponding duty to manage your own fatigue, declare fatigue when you cannot safely perform safety-critical duties, and not falsify your work-rest record. Fatigue is treated under the RSNL as a near-equivalent to alcohol impairment - 17 hours of continuous wakefulness produces equivalent cognitive impairment to 0.05% BAC.

Section 121A - Notifiable occurrences

The RSNL requires immediate reporting of notifiable occurrences to ONRSR and (where applicable) the ATSB. They are split into two categories:

Any worker who witnesses a notifiable occurrence (or suspects one has occurred) has a duty to report it to their supervisor or directly to network control immediately. The RSNL provides whistleblower protections for workers who report safety concerns in good faith.

Penalties under the RSNL

Source: Rail Safety National Law (South Australia) Act 2012, as in force in adopting jurisdictions. Penalties are indicative and have been periodically updated.

The rail industry has its own technical vocabulary. The terms below come up constantly in toolbox talks, network rules, and the TLIF0020 assessment. Knowing them is part of being inducted, not optional jargon.

Track and infrastructure

Operations and protection

Regulatory bodies and acronyms

The Safe Access to Rail Corridor (SARC) course is one of the foundational competencies for all rail corridor workers. It is based on the national unit of competency TLIF2010 - Apply safeworking rules and regulations to rail functions and is typically the first course a new rail worker obtains.

Pantograph on 1500 V DC overhead

Track, sleepers & ballast close-up

Points / switch close-up

Active level crossing with boom gates

Photos via Wikimedia Commons (CC BY / CC BY-SA / CC0): DraftSaturn15, Kerry Raymond, Bernard Spragg, Bidgee.

The Rail Industry Safety Induction (RISI) is the entry-level induction for all workers new to the rail industry. It is a prerequisite for obtaining SARC and other RIW competencies. It is administered through the RIW program portal.

The RISI covers: an introduction to the Australian rail industry; how the RIW program works; the roles and responsibilities of rail workers, employers, and network managers; an overview of the major hazards in the rail environment; the structure of rail safety legislation; and a summary of what the worker will need to learn in subsequent courses like SARC.

RISI is typically completed in 2–3 hours online and must be passed before any in-person training can commence. It is valid for the life of the worker's RIW registration (subject to any updates the program may require).

Fatigue management is a standalone competency required for rail workers who perform safety-critical tasks, work night shifts, or exceed standard work hours. It is based on the national fatigue risk management framework and aligns with work hours limits set by the relevant enterprise agreements and ONRSR guidelines.

Rail safety in Australia is regulated by ONRSR (all states and territories except Western Australia, which has its own rail safety act). The RIW program is the national workforce management system - workers, employers, and network managers all use these primary sources for current requirements.

Rail Medical Categories - under ONRSR

Health assessments follow the National Standard for Health Assessment of Rail Safety Workers (NTC) - Category 1 (train drivers), Category 2 (safety-critical non-driving), Category 3 (track safety critical - general track workers). All must be performed by an ONRSR-recognised Authorised Health Professional (AHP).

Knowledge and Practical Assessment

SARC assessment includes a written or online knowledge assessment (typically 30–40 questions), a practical component where you demonstrate understanding of track protection procedures, and a scenario-based assessment where you respond to corridor emergencies. Minimum pass mark is generally 80%. RPL is not commonly granted for SARC given its safety-critical nature.

Rail Medical Assessment

All workers accessing the rail corridor must hold a current rail health assessment, completed by an ONRSR-approved medical assessor. The category of medical assessment required depends on your role:

• Category 1: Driving roles (train drivers, shunters) - most stringent requirements
• Category 2: Safety-critical roles (signals, protection officers) - intermediate requirements
• Category 3: General track workers - baseline health requirements including vision, hearing, and fitness
• Category 4: Contractors with limited rail exposure - minimal requirements

Medicals are typically valid for 5 years for younger workers and may be shorter for workers with identified health conditions. The medical assesses vision, hearing, cardiovascular fitness, and the absence of conditions that could cause sudden incapacitation.

Every rail worksite uses one or more worksite protection arrangements to keep workers safe from train movements. The arrangement is selected by the Protection Officer (Worksite Controller) based on the work, the location, and the network rules. Knowing each one is a TLIF0020 examinable area.

Hand signals (in case of radio/comms failure)

Every TLIF0020 candidate must demonstrate they recognise these basic hand signals. They are used between trackside workers, lookouts, and train crews when radios fail or distances are short.

• "All Right" / Proceed: Arm raised vertically above the head, or a green flag/light shown steadily.
• "Stop": Both arms raised horizontally, or red flag/light, or repeated waving of any object. Any unrecognised, abnormal or excited signal must be treated as STOP.
• "Caution / Slow": One arm raised at an angle, or yellow flag/light.
• At night or in poor visibility: Substitute coloured lights for flags - same meaning.

The Australian rail industry has a strong safety record - and that record is built on rigorous learning from incidents. Each of the following is a published ATSB or coronial finding. Read each carefully: the lessons map directly to TLIF0020 examinable content.

The National Standard for Health Assessment of Rail Safety Workers (current edition: NTC, effective 11 November 2024) defines three categories of medical assessment based on the safety-criticality of the role. Every rail safety worker must hold a current medical at or above the category for their role. Examination is by an authorised health professional.

Drug and Alcohol - Zero Tolerance

• Blood Alcohol Concentration: 0.00% - not 0.05%, not 0.02%, but zero. A breath test reading anything above will result in stand-down.
• Random testing is mandatory and frequent (especially on networks like Sydney Trains and ARTC).
• Pre-shift, post-incident, and reasonable-cause testing all apply.
• Prescription medications can affect testing - declare them to your doctor at the medical, and discuss with your supervisor before each shift if you are newly on a medication.
• Cannabis testing is on a saliva (oral fluid) basis - can return positive several days after use, even on networks in legal-cannabis jurisdictions.

Self-reporting obligation

Every rail safety worker has a positive duty to self-report any change in their health that could affect safe performance - new diagnoses (cardiac, diabetes, sleep apnoea, epilepsy, mental health), new medications (especially anything causing drowsiness), recent hospitalisations, or any temporary impairment (eye injury, broken limb, infection). Failure to disclose has resulted in dismissal in published cases.

Rail signals look superficially like road traffic lights but they communicate much more information. Australian networks predominantly use multi-aspect colour-light signals. Older mechanical (semaphore) signals still exist on some regional networks but are progressively being phased out. As a corridor worker you must be able to recognise basic signal aspects, even if you are not authorised to act on them - because they tell you what trains around you are about to do.

The four standard colour-light aspects

Why this matters for corridor workers

• You must NEVER assume a signal is correct for you to enter the corridor. Signals are for trains, not for foot workers. Your authority comes from the Protection Officer, not the signal.
• If a signal is at red in your direction, that does NOT mean it is safe to walk in front of a train approaching from the other direction on a parallel track.
• Counter-direction trains (bidirectional signalling) are common on modern networks - trains can run in either direction on either track.
• If you see a train passing a red signal, treat it as an emergency - report immediately to network control via the Protection Officer.
• Signals can fail to "wrong side failure" (showing more permissive aspect than they should). Designed safety means most failures default to red, but never assume.

Subsidiary signals

• Calling-on signal - small white lights below the main signal, authorising a train to enter an occupied section at very low speed (used in stations).
• Position-light shunting signal - horizontal/diagonal/vertical line of small white lights, used for shunting movements at junctions and yards.
• Limit of shunt indicator - marks the boundary beyond which a shunting movement may not pass.
• Theatre indicator / route indicator - alphanumeric display showing the driver which route the points are set for.

Communication failures are a leading contributor to rail incidents. The rail industry uses a strict, standardised, positive-response radio protocol - very different from the casual radio culture in mining or construction. Every safety-critical communication must be understood the same way by every party. The protocol below is universal across Australian networks (with minor channel-naming variations).

The structure of every safety-critical call

1. Listen first. Make sure the channel is clear - cutting across an active call can mask a critical instruction.
2. Identify the receiver. "Network Control, Network Control, this is..."
3. Identify yourself. "...Protection Officer Smith, worksite at km 47.250 on the Up line."
4. State your message in clear, brief language. "Requesting authority to enter Block A12 for inspection works, 5 personnel."
5. End with "over" - signals you have finished and expect a response.
6. Wait for the receiver to read back / acknowledge. Do not assume your message was received. The receiver will repeat key facts (location, numbers) before granting authority.
7. Confirm the read-back. "Read-back correct, Protection Officer Smith, over."
8. Acknowledge end of conversation. "Out" (NOT "over and out" - that's a Hollywood myth).

Phonetic alphabet

The NATO phonetic alphabet is used to spell out track designations, location codes and worker names where there is any risk of mishearing. Memorise this:

Numbers - pronounced individually

Numbers are spoken digit by digit, NOT as words. "47.250" is "four seven decimal two five zero", not "forty-seven point two-fifty". This avoids mishearing fifteen as fifty (a difference of 35 km of track).

• 0 = "zero" (NOT "oh")
• 3 = "tree" on some networks (to distinguish from "free")
• 5 = "fife" on some networks (to distinguish from "fire")
• 9 = "niner" (to distinguish from "no" or German "nein")

The emergency call - "MAYDAY MAYDAY MAYDAY"

For lower-priority urgent (but not life-threatening) traffic, use "PAN PAN PAN PAN PAN PAN" - same priority structure but for non-emergency urgency (e.g. derailed empty wagon with no injuries).

The two diagrams below show the two invisible volumes every rail safety worker must constantly think about: the Danger Zone (struck-by-train risk) and the Overhead Wiring (OHL) approach distance (electrocution risk). Memorise both shapes - the safety of every corridor task depends on staying out of them unless protection is in place.

Danger Zone - standard 3 m, extended to 6 m above 3 m height

The "above 3 m" extension exists because dropped tools, materials, and people have lateral momentum - a tool dropped from a bridge or platform 3 m above the track can land well outside the standard 3 m horizontal danger zone.

Overhead wiring (OHL) clearance - minimum 3 m from any live wire

• 3 m exclusion zone applies in all directions from any live conductor - not just below it.
• Conductive items (long pipes, ladders, antennas, even very long pieces of wood when wet) extend your effective reach - measure the full length you are handling, not your body.
• 25 kV AC can transmit fatal current through ionised air (arc-flash) for up to 1 m even without contact.
• Step potential: if a live conductor falls to ground, a voltage gradient extends ~10 m around the contact point. Walk away with small shuffling steps to keep both feet at the same potential.
• Only authorised HV workers may declare a line "isolated and earthed" - until they do, treat all OHL as live.

"Rolling stock" is the industry term for everything that runs on the rails - passenger trains, freight trains, locomotives, on-track machines, hi-rail vehicles. As a corridor worker you don't operate them, but you must understand their physical behaviour: how fast they accelerate, how far they take to brake, how quietly they can approach, what they look like at a distance. Misjudging these is how track workers get killed.

Train types you'll encounter on Australian networks

Braking distance - the central rolling-stock fact

A train cannot stop suddenly. The braking distance - from first brake application to standstill - depends on speed, mass, gradient, brake condition, and whether the brakes are applied as a service stop or an emergency stop. The figures below are indicative emergency-stop distances on level track; gradients add or subtract significantly.

Implication: if a freight train driver sees you at 800 m on a level track, the train may already be unable to stop short of you. Never assume the driver can avoid you. The protection arrangement is your safety, not the driver's eyesight.

Sight distance - how far a train can be seen approaching

• Straight, clear track in daylight: a train is typically visible from 1–2 km away.
• Curved track: sight distance can collapse to under 200 m. Calculate from the geometry; never assume.
• In tunnels and cuttings: sight distance can be effectively zero until the train is on top of you.
• In rain, fog, low light: reduce visual sight distance by half or more.
• In high ambient noise (machinery running, generators, road traffic, OHL hum, plant on adjacent tracks): your hearing sight distance also collapses. You may not hear an approaching train at all until it is metres away.
• Modern EMUs are very quiet at low speed (electric, no engine noise). The first sound you may hear is the air rushing past the leading carriage - by which time it is on top of you.

Knowledge check: A regional VLocity is approaching at 160 km/h. The lookout's required warning time (to allow workers to clear to the cess) is 25 seconds. What sighting distance does the lookout need?

Weather affects rail safety in ways that are specific to the corridor environment - track expansion, traction reduction, visibility loss, lightning hazards on overhead wiring, bushfire encroachment. Each network publishes weather-triggered operating restrictions; the rules below are universal across Australia.

Heat - track buckling risk

• Continuous Welded Rail (CWR) - the standard track form on most Australian networks - expands lengthwise as it heats. Above ~38°C ambient (rail temp can reach 60°C), trains may be subject to heat speed restrictions (typically reduced to 60–80 km/h).
• Above ~45°C ambient, some operators impose all-stop on certain corridors until temperature drops.
• Buckling can happen suddenly - the rail snakes out of alignment as it has nowhere to expand. Trains derail.
• Workers in heat: minimum hydration, scheduled breaks in shade, watch each other for heat stress (confusion, nausea, cessation of sweating). Heat-related illness in heavy hi-vis PPE in the Australian summer is a leading cause of rail-worker incident.

Wet weather - reduced traction & visibility

• Wet rail reduces braking traction; emergency-stop distances increase by 20–40%.
• Visibility for both drivers and workers drops sharply in heavy rain.
• Cess and drainage can flood - a "Position of Safety" that's normally dry may be ankle-deep in water, unstable footing.
• Underground tracks (subways, tunnels, cuttings) can flood rapidly during severe rain - drowning is a real risk.
• Electrified networks: water on insulators can cause flashover. Stay clear of any water dripping from OHL infrastructure.

Lightning - the OHL hazard

• Overhead wiring is essentially a long lightning conductor. Strikes can travel kilometres along the wire.
• When lightning is within ~10 km of the worksite, electrified-corridor work normally stops.
• Take shelter away from OHL, away from trees, in a building or vehicle.
• Crouch low if no shelter is available; do NOT lie flat (ground current).
• Resume work only when the storm has been clear for ~30 minutes after the last lightning observed.

High wind

• Tall plant (cranes, EWPs, OTMs with raised attachments) becomes unstable in winds above ~40 km/h. Manufacturer's wind limits apply.
• Trees and signage can fall onto track or workers.
• Loose materials become projectiles; secure all toolboxes, paperwork, light objects.
• Long-span bridges may have specific wind speed restrictions for both train operations and worker access.

Bushfire

• Trains are routinely cancelled or rerouted in active fire areas.
• Hot work (welding, grinding, cutting) is restricted on Total Fire Ban days - a Hot Work Permit may be required even on cleared corridor.
• If a fire approaches the worksite: stop work, withdraw via the pre-briefed escape route, don't try to drive across an active fire front.
• Smoke reduces visibility - both for drivers spotting workers, and for workers spotting trains.
• Many recent Australian rail incidents have involved fire-damaged sleepers, twisted rails post-fire (heat-affected), and cable damage. Post-fire, the corridor must be inspected before reopening.

UV exposure

The Australian sun is the highest-UV environment on the planet. A full corridor shift in the open is equivalent to many hours of unprotected sun exposure. Skin cancer is the most preventable occupational disease in rail. Mandatory: SPF 50+ sunscreen reapplied every 2 hours, broad-brim hat (or hard-hat brim attachment) on hot days, long-sleeve hi-vis, UV-protective safety glasses.

The base TLIF0020 covers universal corridor safety. Specific work types have their own additional procedures, hazards and competencies. You will not perform these tasks unless you hold the additional ticket; this section is awareness only.

Track maintenance - tamping, ballast cleaning, sleeper renewal

• Tamping consolidates the ballast under sleepers. Performed by an OTM (tamper) under track possession. Workers in the area must wear hearing protection (very loud) and stay clear of the machine's swing area.
• Ballast cleaning/regulation - removes contaminated ballast and re-profiles the shoulder. Heavy plant, dust, flying ballast hazards.
• Sleeper renewal - old timber/concrete sleepers replaced. Manual handling hazards (concrete sleepers ~250 kg), lifting plant, pinch points.
• Rail replacement / re-railing - long welded sections moved by gantry. Heavy lifting, swing zones, slip/fall.
• All of these require full possession typically - lookout-only working is not appropriate.

Signal & cable work

• Working on signalling installations - signals may be commanded to "out of order" by the signaller; trains then operate under specific rules.
• Cable work near track - cables can be high-voltage power, signalling, or communications. Misidentified cable cuts can blackout a network.
• Working in signal cubicles - confined-space-like environment, electrical hazards, isolation procedures critical.
• Always confirm with the signaller before working on or near any active signalling component.

Overhead Line (OHL) maintenance

• Done by Authorised HV workers under specific isolation and earthing procedures.
• Typically requires a traction power outage from the network controller, with formal isolation on each OHL section.
• Work at heights on EWPs or specialised OHL towers; fall-arrest mandatory.
• Even after isolation, the OHL must be earthed at both ends of the work zone before being treated as dead.
• Adjacent track OHL may still be live - the 3 m exclusion zone applies.

Bridge and tunnel inspection

• Bridge work - full possession plus fall arrest if working over the edge. Snooper trucks (under-bridge inspection units) used for major structures.
• Tunnel work - ventilation must be assessed (diesel exhaust, dust, oxygen). Lighting required. Communications often degraded; may need wired comms.
• Confined-space-like considerations may apply in service tunnels and ducts.

Working on or near level crossings

• Two simultaneous hazards: rail movements AND road traffic.
• Boom gates, lights and bells must be tested before any disabling.
• If protection equipment is taken out of service, manual flagging by certified handsignallers is required at every approach.
• Public road safety - warning signs, traffic management plan, SafeWork notification may be required for adjacent road works.

Level crossings are where the public meets the rail. Australia averages ~30 level crossing collisions per year, with around 5–10 fatalities. Many more "near misses" go unreported. The Office of the National Rail Safety Regulator considers level crossing safety one of its top priorities. As a corridor worker, you may be required to work on or near level crossings; you should also understand them as a member of the travelling public.

Types of level crossings

Common public crossing failures (and the lessons)

• Driving around descended booms - the leading cause of level crossing fatalities. Education campaigns ("Don't Risk It") run continuously. Heavy fines + criminal liability.
• Misjudging train speed - trains look slower than they are because of their size. A train at 100 km/h looks slow at distance.
• Second train - one train passes, driver assumes safe, doesn't see another approaching from the other direction. Boom stays down.
• Trapped on the crossing - vehicle queuing across the crossing; lights start when nowhere to go. Always leave space; never enter unless you can clear.
• Heavy vehicle / agricultural equipment - long, slow vehicles take longer to clear. Trucks must call ahead of certain crossings to confirm safe to cross.

Worker responsibilities at a level crossing worksite

• If protection equipment (lights/booms) is to be taken out of service, you cannot do this without authorisation from the signaller and substitute manual protection (handsignallers).
• Handsignallers must wear high-visibility, hold red/green flags or paddles, and be trained in the specific crossing's procedures.
• Public communications - advance notice signs, social media notification, road authority coordination.
• Rolling stock approaching a worksite at a level crossing must whistle (one long blast) approximately 400 m out, then again 200 m out.

The photos below show the real infrastructure types referenced throughout this workbook. Familiarise yourself with how each looks in practice - recognising them on first sight is part of being competent in the corridor.

Rail tunnel interior - Pyrmont, Sydney

Rail viaduct - Maribyrnong, VIC

Platform & station - Sydney Central

V/Line VLocity regional set

NR-class diesel loco (Indian Pacific)

25 kV AC catenary structure

Photos via Wikimedia Commons (CC BY / CC BY-SA): Dicklyon, Stephen Edmonds, Ymblanter, Philip Mallis, Dietmar Rabich, Florian Pépellin.

Identifying a valid Position of Safety (PoS) is one of the most safety-critical decisions a track worker makes. A PoS must be: clear of the Danger Zone of every track that could be occupied, reachable in 10 seconds or less, stable footing (not in a cess that floods, not on loose ballast), and visible to and from the Lookout. Below are the standard configurations, with the specific PoS for each.

Hand signals (used when radio fails or distances are short)

Critical interpretation rule: if you see ANY signal you don't fully recognise, or the signaller is moving abnormally / excitedly / unclearly - treat it as STOP. Bring the train or movement to a controlled stand. Sort out what the signal meant after you are stopped.

Detonator placement - emergency last-resort protection

When all other protection has failed, or no protection is in place and an emergency arises, three detonators clipped to the rail will warn an approaching driver to stop. Placement is critical: too close to the worksite and the train cannot brake in time; too far and the driver may pass the worksite without realising why they were warned.

• Three detonators total, spaced approximately 10 metres apart.
• Placed on the approach side of the worksite.
• Closest detonator (Det 1) at the calculated braking distance for the line speed.
• Three detonations - not two, not one - must be heard by the driver to ensure the warning is unambiguous (a single cracked sleeper or other anomaly might cause one bang).
• For bidirectional running - place detonators on BOTH approach sides.
• If detonators are placed on a track adjacent to the worksite (rather than the worksite track itself), they protect against a wrong-line train movement (rare but possible).
• Once placed, detonators must be removed by the same competent person who placed them after the emergency is resolved. They must be properly stored (not left on the track to be detonated by a service train).

Time matters more than anything else in a rail emergency. The flowcharts below give the standard immediate response for the four most common emergency scenarios you may witness in the corridor.

Beyond the headline rule (BAC 0.00, zero illicit drugs), there is a defined procedural framework that protects both the worker and the operator. Every rail safety worker should know how testing actually happens, what a positive result triggers, and how to manage prescription medication legitimately.

When you may be tested

• Pre-shift: at the operator's discretion, including random selection. Common on safety-critical sites.
• Random: mandatory under operator D&A management plans. Frequency varies (e.g. quarterly target on Sydney Trains).
• Post-incident: mandatory after any notifiable occurrence. Test results form part of the investigation. You cannot refuse, even if injured (testing happens at hospital).
• Reasonable cause / for-cause: a supervisor or PO who reasonably believes you are impaired may direct an immediate test.
• Return to duty: after a stand-down, before resuming safety-critical work.

How testing works - the chain of custody

1. The Authorised Tester (typically a contracted occupational-medicine provider, accredited under AS 4760 / AS/NZS 4308) attends site.
2. Worker is identified by photo ID and RIW URN; consent and acknowledgement are recorded.
3. Alcohol: evidential breath analyser; result printed and signed. Reading > 0.00 = positive.
4. Drugs: oral fluid (saliva) screen for THC, methamphetamine, opiates, cocaine, benzodiazepines. Initial screen; if positive, sample is sent to a NATA-accredited lab for confirmation by mass spectrometry.
5. Chain of custody form tracks the sample from collection to lab to result. Both the worker and the tester sign at each handover.
6. Worker is offered a split-sample option for independent re-testing if the initial confirmation is positive.
7. Results returned within 1–5 business days (alcohol immediately).

What a positive result triggers

1. Immediate stand-down from safety-critical duties.
2. Confidential medical review with an Authorised Health Professional (AHP).
3. Investigation by the operator into the circumstances. Outcomes range from formal warning + retraining + return-to-work plan, through to dismissal in serious cases.
4. If the worker is on a permanent restriction (e.g. medication that cannot be stopped), reassignment to non-safety-critical duties may be possible.
5. Notifiable to ONRSR in aggregate (not individually) for industry trend analysis.
6. The worker's record is flagged on the RIW database; future testers will be aware (privacy-protected detail).

Refusing a test

Refusing to undergo a directed D&A test has the same consequences as a positive result. The Rail Safety National Law explicitly equates the two. There is no defence other than a documented medical incapacity to provide a sample (e.g. cannot produce saliva due to a medical condition; alternative testing then offered).

Prescription medication - the legitimate management path

• Many common medications can produce positive D&A test results: codeine-based painkillers, benzodiazepines (Valium, Xanax), some antihistamines, ADHD medications, opioid pain management.
• Disclosure to your AHP at every medical, AND to your supervisor before each shift if you are newly on a medication, AND to the tester at the time of testing.
• The AHP will assess whether the medication permits safety-critical work. If yes, your record is flagged as "medication: cleared for safety-critical with [name of drug]". You can then test positive without consequence, provided you have disclosed.
• Cannabis (medicinal): even where lawful in your state, it is treated as a positive result for D&A test purposes - the testing methodology cannot distinguish medicinal from recreational use. Medical cannabis users typically cannot perform safety-critical rail work.

Detection windows - how long can substances be detected?

Detection windows are indicative; actual times vary by individual metabolism, dose, frequency. The bottom line: if you used at the weekend, you can still test positive on Tuesday. The only safe approach is abstinence from non-prescribed drugs.

When something goes wrong in rail, the investigation begins immediately. As a worker, you may be a witness, an involved party, or both. Understanding how investigations work - and the principles that govern them - protects you and helps the industry learn.

Who investigates what

• The operator investigates every incident on its network. Internal investigations form the basis of corrective action.
• ONRSR investigates compliance breaches and serious notifiable occurrences. Has powers of entry, document seizure, witness compulsion.
• ATSB (Australian Transport Safety Bureau) investigates major transport-safety occurrences. ATSB investigations are no-blame - their sole purpose is to determine cause and prevent recurrence, not to apportion fault. ATSB findings cannot be used in legal proceedings.
• State Coroner investigates any death.
• Police investigate where criminal conduct is suspected.
• The four often run in parallel; their evidence-handling procedures differ.

"Just Culture" - the foundational principle

Modern rail safety is built on the principle of Just Culture, developed by Professor James Reason. It distinguishes between:

• Honest mistakes - competent worker, normal conditions, error of action or perception. Investigated for system causes; no individual sanction.
• At-risk behaviour - worker takes a shortcut that has become normalised. Investigated for cultural and supervisory causes; coaching and retraining.
• Reckless behaviour - conscious disregard of substantial risk. Disciplinary action applies.
• Deliberate violation - intentional rule-breaking, often for personal benefit or to harm. Severe disciplinary; potentially criminal.

The implication: reporting your own mistake is encouraged. Workers who self-report errors and near-misses, even ones they caused, are protected from punitive consequences in genuine error categories. This is what enables the rail industry to learn. Operators who punish honest mistakes destroy reporting culture and become more dangerous over time.

Your obligations as a witness

1. Cooperate fully with all investigators. You have a legal duty to do so under the RSNL.
2. Make contemporaneous notes immediately while memory is fresh. Date, time, what you saw, what you heard, what you did. Keep these notes - they are evidence.
3. Don't speculate. State only what you actually saw or heard, not what you think happened or what someone else said.
4. Don't discuss the incident with other witnesses before giving your statement; you can taint their recollection (and yours).
5. Be honest about your own actions, including any errors. Just Culture protects honest reporting.
6. Request union representation or a support person for any formal interview. This is your right.
7. Care for yourself. Witnessing a serious incident is traumatic. Take EAP / peer support; don't push through alone.

Common investigation findings - the "human factors" framework

Rail investigations rarely conclude with a single cause. Modern thinking (after the Reason "Swiss Cheese" model) recognises layered causes:

• Latent conditions - design flaws, incomplete procedures, training gaps, fatigue-inducing rosters. Present long before the incident.
• Active failures - the immediate worker error or rule violation. The "sharp end".
• Defences - barriers that should have prevented the harm: signals, training, supervision, PPE. Investigations look at why each defence failed to stop the cascade.

The corrective action is almost always at the latent / system level, not individual blame. Replacing the rostering system, redesigning the procedure, adding an automatic train protection layer.

Rail safety work is psychologically demanding. Long hours, night shifts, isolation, the consequences of error, exposure to suicide-related fatalities (Australian rail experiences a tragic number per year), and witness trauma all take a toll. The industry now treats mental health as a safety issue, not a personal one.

The mental health hazards of rail work

• Witness trauma - exposure to fatal incidents, particularly trespasser fatalities and suicide events. Drivers are particularly affected; statistics suggest most long-serving drivers will witness at least one fatality.
• Shift work disorder - circadian rhythm disruption from night shifts, rotating rosters, early starts. Can cause persistent fatigue, depression, metabolic syndrome.
• Isolation - remote work, lone working, long absences from family.
• Pressure - the consequences of error are severe; the anxiety associated with safety-critical decision-making is high.
• Stigma - rail (like construction and mining) has historically had a "hard man" culture that discouraged help-seeking. This has improved markedly since 2010 but is still present.

Recognising distress - in yourself and colleagues

• Persistent low mood, withdrawal, irritability
• Sleep disturbance, fatigue not relieved by rest
• Increased alcohol or drug use
• Reduced concentration, near-misses or errors at work
• Loss of interest in normally-enjoyed activities
• Self-isolation from family, friends, workmates
• Talk of hopelessness, being a burden, "everyone better off without me"
• Reckless behaviour, increased risk-taking
• Giving away prized possessions

Support resources (Australian)

If a colleague is in crisis

1. Ask directly. "Are you thinking of ending your life?" or "Are you safe?" Asking does not put the idea in someone's head; it gives them permission to speak.
2. Listen without judgement. Don't try to fix; just be present.
3. Connect them to help. Lifeline 13 11 14 or MATES 1300 642 111 is a phone call away. Stay with them while they call.
4. Stay with them or arrange a stay-with until professional help is in place. Don't leave a person in active crisis alone.
5. If immediate danger - call 000.
6. Look after yourself. Supporting someone in crisis is also draining. Use EAP for your own debrief afterwards.

Critical Incident Stress Debriefing

After any traumatic incident (witnessing a fatality, being involved in a serious near-miss, attending a suicide event), formal Critical Incident Stress Debriefing (CISD) should be offered within 24–72 hours by the operator. Attendance is voluntary but strongly encouraged. CISD is delivered by trained mental health professionals; it is confidential and does not form part of any formal investigation.

Cultural safety in the corridor

The Australian rail corridor traverses Aboriginal and Torres Strait Islander Country. Many alignments cross sites of cultural significance - ceremonial places, scarred trees, middens, burial grounds, songlines. As a corridor worker you have legal and cultural obligations to respect these.

• Acknowledgement of Country at the start of major projects and at each new site induction is now standard practice on most networks.
• Cultural Heritage Management Plan (CHMP) - required under state heritage legislation for any work in identified-significance areas. Knowledge of the relevant Traditional Owners' protocols.
• Stop-work obligation - if you uncover what you suspect is a cultural artefact or human remains during excavation, stop work, isolate the area, notify the supervisor, contact the relevant Aboriginal Lands Council.
• Aboriginal & Torres Strait Islander workers - ensure they have access to culturally-appropriate support (13YARN, AOD-specific services, family-violence services), and are not the only person responsible for cultural knowledge interpretation.
• Sorry Business - community grief and ceremony. Workers who need leave for Sorry Business should not be penalised; cultural leave protocols apply.
• Working with respect - do not photograph cultural sites without permission; do not share location of sensitive areas; defer to Traditional Owners' protocols.

Environmental obligations

Rail corridors contain significant environmental values - remnant vegetation, threatened species habitat, protected fauna. Track maintenance and construction activities are regulated under federal (EPBC Act 1999) and state environmental legislation.

• Vegetation - many rail reserves contain rare grasses and shrubs. Don't drive off the formed work pad; don't disturb vegetation outside the approved footprint.
• Wildlife - report sightings of protected species (echidnas, monitor lizards, threatened birds) to the supervisor. Some species require qualified handlers if encountered.
• Soil & sediment - do not allow runoff into adjacent watercourses. Sediment fences for any earthworks; clean tracked vehicles before leaving site (weed seeds).
• Hazardous materials - legacy sleepers - older timber sleepers may have been treated with creosote (carcinogen) or chromated copper arsenate (CCA). Wear appropriate PPE; dispose at a licensed facility, not on site.
• Lead-based paint on legacy bridge structures - sanding or grinding may release lead dust. Specific procedures apply.
• Asbestos - in older corridor structures (signal cabins, brake blocks, gaskets, insulation in older infrastructure). Suspect asbestos must be tested before disturbance; treated as asbestos until proven otherwise.
• Chemicals on site - herbicide spraying in the corridor is routine; specific PPE and disposal rules apply.
• Noise - track work near residential areas is subject to night-time noise restrictions; community notification typically required.
• Light pollution - night work near homes; directional lighting; no spill onto residences.

Climate change adaptation

Rail infrastructure is increasingly affected by climate change - heat-induced track buckling more frequent, severe weather events more intense, bushfire seasons longer. Operators are progressively updating safety standards to account for higher heat thresholds, more frequent severe weather work stoppages, and extended response zones for fire events. As a corridor worker, expect more weather-driven work cancellations and faster-changing trigger thresholds.

The TLIF0020 practical assessment uses scenario-based questioning. The 15 scenarios below mirror the style and difficulty of the real practical. Read each carefully, decide what you would do, then check the model answer. These same scenarios are used by trainers to drill candidates before the real assessment.

These scenarios are representative of TLIF0020 practical assessment items. The real assessment will use site-specific variations; the underlying principles are the same.

The full reference list of acronyms, terms and abbreviations used in Australian rail. Cross-referenced to where they appear in this workbook. Use Ctrl+F (Cmd+F on Mac) to find a specific term quickly.

A–C

D–G

H–N

O–R

S–Z

Every claim in this workbook is grounded in a published source. The list below is the primary reference material. For your teaching practice, having access to these sources is essential.

Legislation

• Rail Safety National Law (South Australia) Act 2012 - the parent Act. Adopted by every state and territory except WA. Full text (legislation.sa.gov.au)
• Rail Safety National Regulations 2012 - the supporting regulations. Full text
• Rail Safety Act 2010 (WA) - Western Australia's standalone regime.
• Work Health and Safety Act 2011 (model law) and state adopting Acts - underpins worker safety duties for rail safety workers.

National standards & codes

• National Standard for Health Assessment of Rail Safety Workers - current edition: NTC, effective 11 November 2024. NTC website
• RISSB Australian Standards (AS 7XXX series) - including AS 7470 Track Worker Safety, AS 7476 Worksite Protection, AS 7423 Rail Safety Worker Competence, etc. rissb.com.au
• AS/NZS 4602.1:2011 - High visibility safety garments.
• AS 4760-2019 - Procedures for specimen collection and the detection & quantitation of drugs in oral fluid.
• AS/NZS 4308-2008 - Procedures for specimen collection and the detection & quantitation of drugs of abuse in urine.
• ISO 31000:2018 - Risk management guidelines. Cited in PHMP / SMS frameworks.

Regulator publications

• ONRSR - onrsr.com.au - guidance materials, accreditation registers, annual safety reports, notifiable occurrence registers.
• ATSB rail occurrence database - atsb.gov.au/rail - final investigation reports for major rail occurrences.
• Coal Services NSW - coalservices.com.au - for Order 43 Coal Board Medical references (where rail intersects coal mining).

Network operating documents (publicly accessible summaries)

• ARTC - Network Rules & Procedures: artc.com.au
• Sydney Trains & NSW TrainLink Network Rules: transport.nsw.gov.au
• Metro Trains Melbourne TTSA Participant Workbook v17.2 (referenced extensively): PDF
• Queensland Rail safety publications: queenslandrail.com.au/safety
• RIW worker portal & Verifier app: riw.net.au

Investigation framework references

• Reason, J. (1997) "Managing the Risks of Organizational Accidents". The "Swiss Cheese" model.
• Reason, J. (1998) "Achieving a Safe Culture: Theory and Practice". Just Culture framework.
• Dekker, S. (2014) "The Field Guide to Understanding 'Human Error'".
• Hollnagel, E. (2014) "Safety-I and Safety-II". Modern systems-thinking approach.

Mental health & worker support

• MATES in Construction (covers rail, mining, energy): mates.org.au
• Beyond Blue: beyondblue.org.au
• Lifeline 13 11 14 - 24/7 crisis support: lifeline.org.au
• 13YARN (First Nations crisis support): 13yarn.org.au

Photo credits

All photographs in this workbook are from Wikimedia Commons under Creative Commons (CC BY / CC BY-SA / CC0) licences. Photographers credited inline with each image. Source archive: commons.wikimedia.org. SVG diagrams are original to this workbook and may be reused.

Recommended pre-course reading

1. Skim ONRSR's Annual Rail Safety Performance Report for the most recent year - gives current incident trends.
2. Read the relevant network's published induction material before your first day on that network.
3. If unfamiliar with rail terminology, review the Glossary section of this workbook first.
4. Review the Real Australian Rail Incidents case studies - understand why the rules are the rules.

Recommended post-course refresher schedule

• Weekly: review your operator's safety alerts and bulletins.
• Monthly: attend the toolbox safety meeting on your network.
• Quarterly: revisit one of the SVG diagrams or scenarios in this workbook.
• Annually: formal refresh through your operator's required network induction.
• 2–3 yearly: renew TLIF0020 competency.
• 3 yearly: renew RIW card.
• Per medical schedule: renew rail medical (Cat 1: 5/2/1 yrly; Cat 2: 5/3 yrly; Cat 3: 5 yrly).
• After any incident or extended absence: re-induction, irrespective of card validity.

The templates below mirror the form-based appendices in real RTO learner workbooks. Familiarising yourself with these forms makes the transition from study to working in the corridor much faster.

Appendix A - Rail Safety Worksite Hazard Assessment (RSWHA) template

Appendix B - Pre-shift fitness self-declaration

Appendix C - Notifiable occurrence quick reference

Appendix D - Emergency contact list (verify at every site)

(See list below.)

Appendix E - Trainee Evidence Record (practical assessment)

Appendix F - Suggested course delivery sequence

The TLIF0020 unit is typically delivered over a single 8-hour day for theory and practical, OR split as half-day theory + half-day on-track practical. Below is a suggested teaching sequence aligned to the modules in this resource. Adjust delivery times based on cohort size, prior experience, and any LLN support requirements.

Total contact: ~7 hours theory + 1 hour practical/assessment. Allow extra time for cohorts with English-as-second-language or where prior rail experience is absent. The on-track practical component is best delivered at a network-approved training facility (e.g. ARTC's Eastlakes, Sydney Trains' Petersham) or a controlled depot environment.

Original Appendix D - Emergency contact list

• Emergency services: 000
• Network control: [network-specific dispatch number - obtain at induction]
• ONRSR national 24-hour notification line: 1300 798 211
• ATSB transport safety incident reporting: 1800 011 034
• Workplace incident hotline (state): SafeWork NSW 13 10 50 / WorkSafe VIC 13 23 60 / WHSQ 1300 362 128 / SafeWork SA 1300 365 255 / WorkSafe WA 1300 307 877 / WorkSafe Tas 1300 366 322 / WorkSafe ACT 13 22 81 / NT WorkSafe 1800 019 115
• Lifeline (mental health crisis): 13 11 14
• Beyond Blue (worker support): 1300 22 4636