I've not read all of the comments on this thread, but from the parts I have read I will say. (it has been a long time since I read the report too)

Yeah the blocks weren't on when the Signaller said they where to the PO, but they were on seconds later... The real issue is that a train was already in the section, the signaller had not carefully checked that.

The Signaller was negligent, and so was the PO to some degree as well. Not asking for things to be repeated, not asking for assurances.

RailCorp has accepted responsibility, and instituted a few changes

- I may be wrong, but I think the CSB/ASB procedure was changed that along with asking if the blocks are on and reapeating back the signal/points numbers - the PO must ask if the section is clear or rail traffic. A prompt to remind the signaller to check.

Most of this has already been covered in detail in earlier posts, which you probably should read.

It's not just a simple case of negligence from the signaller or PO. RailCorp basically wore it but it wasn't all their fault either.

There were no significant changes to the CSB rule after the Kogarah incident. Repeating back protection details was already a requirement.

- more auditing of signallers compliance with rules and regulations.
- 24 hours a days supervision in Signalling Complexes.
It's pretty surprising that such a safety critical workplace(s), did not have 24 hour supervision and support. I wonder what other workplaces in industries like rail and transport do not...

Supervision and auditing might help, but it doesn't address many of the real issues with the CSB/ASB rule.
Remember, most signal boxes still have no supervision and never have had any.

There were no significant changes to the CSB rule after the Kogarah incident. Repeating back was already a requirement.

Supervision and auditing might help, but it doesn't address many of the real issues with the CSB/ASB rule.

Proper training may help.

Most NRM qualified employees have no idea what they are doing. The people doing the training have no idea.

Proper training may help.

Yeah, like some basic track sense for contractors, e.g. what NOT to do when you see a train approaching your worksite, how to use lookouts, how to walk along the track, how to conduct / what to include in pre work briefings. By the look of it those guys at Kogarah were not fit to be working on track due to poor training. That's a serious fundamental issue before we even get to the problems with the rules and the signaller already mentioned in earlier posts.

Has anyone in Rolling Stock ever had a pre work briefing?

I've not read all of the comments on this thread, but from the parts I have read I will say. (it has been a long time since I read the report too)

Most of this has already been covered in detail in earlier posts, which you probably should read.

Yes. Let's read page 2 of this thread again.