Major Incident at Huntingdon (01/11/2025)

[Steve Harris]

Also if utilised, Hinchinbrooke Hospital is right next to Huntingdon Station. The news reporters were outside Addenbrookes in Cambridge so whether Hinchinbrooke was used is unclear.

That was mentioned by me upthread last night, however the casualties got sent to Addenbrookes because it is the major trauma centre for East Anglia (hence the reporter being there instead of Hinchingbrooke.

 

[Steve Harris]

Irc Cambridgeshire Constabulary HQ is next to Huntingdon station. A convenient bit of help, hopefully, in responding to the incident so quickly

Apart from the fact that the actual bobbies on the beat aren't based there ! They will have come from Huntingdon Police Station (which is on the Ring Road).

Note : Police HQ's are normally frequented by the Mon - Fri Brigade as that is were the administration is carried out, the real work is carried out at Police Stations.

 

[SouthStand]

Also if utilised, Hinchinbrooke Hospital is right next to Huntingdon Station. The news reporters were outside Addenbrookes in Cambridge so whether Hinchinbrooke was used is unclear.

No it isn’t.

 

[sharpener]

I very much doubt that having the Up Slow out of use today will have a great impact (as only the hourly Thameslink Peterborough - Kings Cross service is planned to use it).

With doubtless a few exceptions the same traffic with the addition of the Shepreth(Cambridge) branch has got to get through the bottleneck at Welwyn viaduct so that is the ruling restriction for planning purposes.

That was mentioned by me upthread last night, however the casualties got sent to Addenbrookes because it is the major trauma centre for East Anglia (hence the reporter being there instead of Hinchingbrooke.

Hinchingbrooke has had a rather chequered past history under ?Circle Health's private sector management so I would much rather arrive in Addenbrookes even if 15 mins later.

 

[Steve Harris]

Quite possibly - RTT has the train passsing Conington at 1938. And if the "eight minutes from alarm to arrest" is correct, the emergency services were not called until 1936 at the very earliest (since the arrests could not have been made before the train arrived at 1944)

It's been widely reported in the media that the first 999 call was received at 19.39 and BTP received a call at 19.41, so I don't know why you have come up with 19.36 when the timing of calls is already in the public domain.

== Doublepost prevention - post automatically merged: 2 Nov 2025 ==

No it isn’t.

Correct. But in a ambulance with blues and two's it's probably a couple of minutes at worst from the station. And that is what I think the poster was getting at. ie. it is close by.

 

[greatkingrat]

Apart from the fact that the actual bobbies on the beat aren't based there ! They will have come from Huntingdon Police Station (which is on the Ring Road).

Note : Police HQ's are normally frequented by the Mon - Fri Brigade as that is were the administration is carried out, the real work is carried out at Police Stations.

According to the Cambridgeshire police website, the Armed Response Unit is based at the HQ, not at the Police Station.

https://www.cambs.police.uk/police-forces/cambridgeshire-constabulary/areas/about-us/about-us/our-units/

 

[transportphoto]

Generally whenever I've been involved in any major incident with large police response, the local police deal with it and then BTP arrive once the hard work has been done to take statements and take photos.

It’s worth bearing in mind that BTP have very few firearms teams - London, Birmingham, and possibly Manchester? Possibly elsewhere but definitely not Cambridge/Peterborough.

Irc Cambridgeshire Constabulary HQ is next to Huntingdon station. A convenient bit of help, hopefully, in responding to the incident so quickly

As has been said by others, we don’t know where the response came from. Let’s just be thankful that they happened to be close by.

I’d be able to say with relative certainty that the Ambulance response would have come from here there and everywhere. I’d speculate that East of England Ambulance may have considered contacting East Midlands Ambulance for mutual aid support - we don’t know. I’d assume that East of England Ambulance also declared a major incident (prompting a pre-determined attendance) but again, we don’t know.

Also if utilised, Hinchinbrooke Hospital is right next to Huntingdon Station. The news reporters were outside Addenbrookes in Cambridge so whether Hinchinbrooke was used is unclear.

Despite being a trauma unit, Hinchingbrooke Hospital is a small A&E which can’t deal with much. Any patient triggering the major trauma pathway would be within the requisite forty-five minute transfer of Addenbrookes Hospital Cambridge.

 

[Steve Harris]

Hinchingbrooke has had a rather chequered past history under ?Circle Health's private sector management so I would much rather arrive in Addenbrookes even if 15 mins later.

I don't know, Addenbrookes has been put into special measures before and Hinchingbrooke is riddled with RAC and is awaiting a rebuild. So I don't think there is much in it !

At least the ambulance station is based at Hinchingbrooke which would have made the response so much quicker compared to other places.

 

[MarkWi72]

But it didn't pass through at that time. According to RTT it passed at 20.05 !! (And it was actually from Harrogate)!
As previously stated up thread, trains were stopped in the area then cautioned through, so yes there was at least 2 services behind 1Y90 last night that managed to sneak through* southbound between the time 1Y90 stopped and a total line block was imposed. As i said, this has already been mentioned upthread.

*Some northbound services also made it through before the total line block was implemented.

Ah, ok, apologies must have misread it

 

[Steve Harris]

According to the Cambridgeshire police website, the Armed Response Unit is based at the HQ, not at the Police Station.

https://www.cambs.police.uk/police-forces/cambridgeshire-constabulary/areas/about-us/about-us/our-units/

I didn't say the armed response unit was based at HQ.I said police HQ's are normally frequented by admin staff (and the Chief Constable).

However, I very much doubt that they were sitting with their feet up at HQ awaiting a shout !! And of course they would of been supported by their unarmed colleagues (who are based at the police station).

 

[Magdalia]

I don't know, Addenbrookes has been put into special measures before and Hinchingbrooke is riddled with RAC and is awaiting a rebuild. So I don't think there is much in it !

One of the main issues at Addenbrookes is that the A+E is old and has to work at 3-4 times its design capacity.

 

[dk1]

LNER are being sensible with their messaging. A decent service is running but there could be all sorts of issues we don’t know about. For example:

- Are any crew out of hours as a result of yesterday’s disruption?
- Are any of the staff working the impacted train due to be working today? If they are, then I suspect they won’t be working today. Are replacement staff readily available and in the right place, given planned engineering work?
- Was the train impacted due to be operating today? If so, is a spare available and available given the engineering work?
- Does the up slow line being out of use today at Huntingdon mean fewer trains have to run?

Any alterations or cancellations would be on journey check. That’s currently looking better than many Sundays on the network.

 

[Annetts key]

Wouldn't automatic route setting put the points back to normal as soon as the previous train had cleared the platform berth? Or doesn't it work like that?

The vast majority of points in a power signal box (PSB) or signalling centre area only move when commanded to do so. Either the signaller operating the individual point point switch, the signaller setting the route for a signal, or, where provided, the automatic route setting (ARS or equivalent) system when enabled. The ARS sets routes according to the timetable data (and other data) that it has been provided with. It may not always set the next route immediately after the previous train.

The signaller can at any time cancel a route, whether set by themselves or by the ARS.

Some points, which have been determined to be a high risk (* especially where mistakes may be made when manually signalling) and where it was decided at the time of the design of the interlocking, may be provided with a self restoration system. This is done where a possible risk has been identified if they are left in the reverse position. They typically motor back to normal after a short time delay once a train has passed (between 7 and 20 seconds).

If no route was set, the signaller could have called the route into the platform straight away with no delay.
If the route to the fast line was set, the signaller would have had to cancel this route.
What happens next depends on where the train was and if the interlocking had comprehensive approach locking or only "when operated" approach locking.

Either way, as soon as the interlocking let them, the signaller would then have called the route to the platform line.

I seem to remember seeing an article about cleaning companies that specialise in cleaning up crime scenes. Maybe LNER will call one of these in to help.

The TOC and Network Rail already were making arrangements last night for dealing with the clean up of the platform.

 

[Steve Harris]

It’s worth bearing in mind that BTP have very few firearms teams - London, Birmingham, and possibly Manchester? Possibly elsewhere but definitely not Cambridge/Peterborough.



As has been said by others, we don’t know where the response came from. Let’s just be thankful that they happened to be close by.

I’d be able to say with relative certainty that the Ambulance response would have come from here there and everywhere. I’d speculate that East of England Ambulance may have considered contacting East Midlands Ambulance for mutual aid support - we don’t know. I’d assume that East of England Ambulance also declared a major incident (prompting a pre-determined attendance) but again, we don’t know.



Despite being a trauma unit, Hinchingbrooke Hospital is a small A&E which can’t deal with much. Any patient triggering the major trauma pathway would be within the requisite forty-five minute transfer of Addenbrookes Hospital Cambridge.

EoEAS* has bases in Huntingdon and in Peterborough (not far from Frank Perkins Parkway) they are the ones i know of (there's probably a base in Cambridge to), the Peterborough base is 23 mins away (within the speed limit) so probably more like sub 20 minutes with blues and two's on. (Of course the Huntingdon base is literally just down the road).

I was thinking that Hinchingbrooke could attend to the walking wounded ie. those in shock.

*East of England Ambulance service

 

[saismee]

It’s worth bearing in mind that BTP have very few firearms teams - London, Birmingham, and possibly Manchester? Possibly elsewhere but definitely not Cambridge/Peterborough.

Local armed police would definitely be the response here and I have seen local police respond to weapons before at my own station.

Sorry have skipped a few pages so probably already discussed, but does Huntingdon station have barriers? Hearing about everyone rushing to get out of the station and away from the danger, I wondered whether they had to force barriers or whether someone had opened them, if indeed they exist.

I'm almost certain (and hopeful) that the message wouldve gotten through to the barrier staff in time to open them in preparation. Worst case, emergency open will only take 3 seconds and the gates always open outwards (with an EMO/emergency opening) so they won't jam up anyone fleeing.

 

[sharpener]

The ARS sets routes according to the timetable data (ad other data) that it has been provided with.

I had supposed that a busy line like the ECML would have ARS and it would set routes from the timetable by default. Do we know what is the actual position at HUN, maybe @MarkyT can tell us?

ETA he previously wrote

I agree that signal is highly likely to have comprehensive approach locking on such a busy, important railway. Huntingdon has a 1977 GEC GS geographical interlocking according to the British Power Signalling Register, with control migrated from Peterborough PSB to York ROC in 2023.

EoEAS has bases in Huntingdon and in Peterborough (not far from Frank Perkins Parkway) they are the ones i know of (there's probably a base in Cambridge to)

I recall that the north of the city was once served by an ambulance station next to the ?Travellers' Rest (by the new Edington road), no idea what dispositions they have now.

 

[Steve Harris]

I had supposed that a busy line like the ECML would have ARS and it would set routes from the timetable by default. Do we know what is the actual position at HUN, maybe @MarkyT can tell us?

It has previously been mentioned on this very forum that since the recontrol of Peterborough to York ROC that the Peterborough area has DRS (dynamic route setting, which is a form of ARS). However, I can't remember how far south of Peterborough this extends to.*

Kings Cross has ARS. (Again, I don't know how far out this reaches).

*It wouldn't surprise me if Huntingdon has DRS as Peterborough PSB apparently only had 2 panels.

 

[Trainguy34]

Quite possibly - RTT has the train passsing Conington at 1938. And if the "eight minutes from alarm to arrest" is correct, the emergency services were not called until 1936 at the very earliest (since the arrests could not have been made before the train arrived at 1944)

BBC said that 999 calls were made around 19:39, so around 19:47 for the arrests in that case.

Edit: point has already been made, please delete.

 

[flitwickbeds]

Nobody uses headcodes. The train was the 1825 from Doncaster. Do you expect the media to call it anything different?

Not once it's been properly identified, no, of course not.

However, previous posters have asked why the (mainstream) media were unable to identify the train earlier. At that point, the only official information they had to go on was "a train in Cambridgeshire". It was only us with knowledge of signal berths and reporting codes who were able to quickly identify the train using online signal maps and sites like RTT. Journalists might not be aware of these sites, or how to interpret them properly, in order to 100% identify the service - partly for the reasons I made in the post you have quoted.

Even if they did, news broadcasting guidelines would say they have to wait for an official source. An earlier poster said they had been contacted by multiple journalists asking them for confirmation of the train, and they said they had refused to comment and told them to wait for an official source.

The risk of misidentifying the train leading to high distress to the public is high. Some outlets may not care so much about this, of course.

I seem to remember seeing an article about cleaning companies that specialise in cleaning up crime scenes. Maybe LNER will call one of these in to help.

And a whole BBC comedy series starring Greg Davies - highly recommended!

 

[Vexed]

This video seems to have used a rewind tool, I believe Vaildata to try and break down the train's journey, starting from when it arrived at Peterborough. Even shows train movement after it came to a stop at Huntingdon come 19:44. Last two trains to have to do wrong direction moves on the down being 9J58 and 1H08.

My somewhat buggy website gets a mention... I don't currently display route data in that area. Here is a link if anyone wants to look themselves.

Taking a look manually at that stored data which I don't currently display on there I can confirm the following from my record of signalling data. Anything in italics I've tried to explain the meaning of after the timeline.

19:33:29 Route proves from the Up Main to Up Slow at Huntingdon North Junction for 9J61 to enter Platform 2 as booked (pink route below)
19:33:32 Signal 352 displays a proceed aspect
19:36:50 9J61 passes signal 352 and it displays a danger aspect
19:37:13 9J61 clears the pointwork at Huntingdon North Junction and the route releases
19:37:37 Route proves from the Up Main to Up Fast at Huntingdon North Junction for 1Y90 to continue on the fast lines as booked (red route below)
19:37:41 Signal 352 displays a proceed aspect
19:40:19 Route set earlier for 1Y90 to stay on the Up Fast cancelled (also known as replacing to danger / pull the signal/road)
19:40:21 Signal 352 reverts to a danger aspect. 1Y90 is just one signal away at this point approaching signal 356 - if the signal was visible, the driver would have seen it go from green to a single yellow (they would have obviously been warned by the signaller this would happen / requested it as mentioned up thread)
19:41:11 9J61 clears the signalling section in Huntingdon Plat 2. It might have been a few more seconds before a route could be set due to local interlocking rules. Regardless an approach locking timer would prevent a route being set into Plat 2 for 1Y90 for usually 2-3 minutes at 125mph (clearly 2 here based on the next timestamp) after the route was cancelled - so possible to set a route from 19:42:19 ish onwards
19:42:34 Route proves from the Up Main to Up Slow at Huntingdon North Junction for 1Y90 to enter Platform 2 (pink route below)
19:42:37 Signal 352 displays a proceed aspect
19:42:51 1Y90 passes signal 352 and it displays a danger aspect, and then enters Platform 2 at Huntingdon

I think this shows some incredible quick thinking. Hats off to the driver, signaller, and anyone else involved in getting the train into a platform as soon as possible.

Annotated screen grab of the state at 19:40:19 when signal 352 when the red route was cancelled and signal 352 reverted to danger.


Some further explanations:
For a route to "prove" this means that the points have swung to the required direction and it's detected that they've locked - you don't want them not going all the way or locking and having points move under a moving train! The time it takes for this to happen once the signaller requests a route to be set depends on the pointwork installed but I'd say its usually within the general ballpark of 5 to 10 seconds for an important junction like this. Maybe slightly quicker. From this the signaller acted almost immediatly once the timeout on the cancelled route from signal 352 ended.
Proceed aspect - green/yellow/double yellow. Danger aspect - red. The signalling feed's don't differentiate between different possible proceed aspects.
Route release - unless set as an auto route, the route will "release" and the points will usually/sometimes* automatically move to their normal position once a train has cleared the points. No route is automatically set over them so the signal protecting the points stays red, until the signaller or ARS/DRS sets a route.
The interlocking rules prevent conflicting movements happening. Track is split into signalling sections and if a train is detected in a section or a route set over it the interlocking system prevents any conflicting moves being made.

I have no formal relation to the industry and am just sharing what I've learnt on here, simulating various signalling areas on SimSig, and creating the Vail website linked above. If anyone who knows the area better and has any corrections to make please let me know!

*Some points will auto revert to normal position (Up Main -> Up Fast in this case) but I have no idea how widespread this is. It might be standard on most points in the country everywhere or not, I don't know and it's very niche stuff so I haven't been able to figure it out from a quick google.

However, I can't remember how far south of Peterborough this extends to.*

It's near Stilton Fen / Holme on the two track section just south of Peterborough. Huntingdon was previously controlled by Kings Cross PSB before moving to York ROC.

 

[MarkyT]

It has previously been mentioned on this very forum that since the recontrol of Peterborough to York ROC that the Peterborough area has DRS (dynamic route setting, which is a form of ARS). However, I can't remember how far south of Peterborough this extends to.*

Kings Cross has ARS. (Again, I don't know how far out this reaches).

*It wouldn't surprise me if Huntingdon has DRS as Peterborough PSB apparently only had 2 panels.

This thread covers the subject:

New Signalling, ROC's

Trust me, there is nothing hypothetical about it! As an aside, this is a criticism I have had regarding brief days for as long as I can remember. The best brief days I have been on have involved the signallers, MOMs and other Ops staff present debating incidents and rules briefings, sharing our...

www.railforums.co.uk

DRS (Dynamic Route Setting) is an ARS lite, cost effective, first come first serve, simple junction routing system. It is part of SIEMENS' Control-guide suite and can be added to their WestCad Control system. Larger schemes add another suite component DCR (Digital Conflict Resolution), with is a timetable analysis/re-planning system, that sends a deconflicted timetable to the rudimentary DRS to route set in accordance with the re-planned timetable.

 

[185143]

Local armed police would definitely be the response here and I have seen local police respond to weapons before at my own station.

I'm almost certain (and hopeful) that the message wouldve gotten through to the barrier staff in time to open them in preparation. Worst case, emergency open will only take 3 seconds and the gates always open outwards (with an EMO/emergency opening) so they won't jam up anyone fleeing.

With certainty in this case.

Obviously people would phone 999 so it'd go to the local force first anyway. I've certainly seen incidents on the railway (thankfully nothing as serious as this) where local police have responded, presumably BTP were unavailable. One of which was on the Night Riviera at Exeter. I'd have assumed BTP would have officers there 24/7, but Devon and Cornwall's finest turned up to haul someone off who was doing a very good job of annoying absolutely everybody in the seated coaches.

Had the train been approaching King's Cross it would have probably been BTP armed officers responding.

As an aside, I've seen armed BTP respond to stuff that doesn't warrant them, but they're nearest. Now that's an entertaining watch! Needless to say, they get compliance pretty damn quick.

 

[Horizon22]

19:37:41 Signal 352 displays a proceed aspect
19:40:19 Route set earlier for 1Y90 to stay on the Up Fast cancelled (also known as replacing to danger / pull the signal/road)
19:40:21 Signal 352 reverts to a danger aspect. 1Y90 is just one signal away at this point approaching signal 356 - if the signal was visible, the driver would have seen it go from green to a single yellow (they would have obviously been warned by the signaller this would happen / requested it as mentioned up thread)
19:41:11 9J61 clears the signalling section in Huntingdon Plat 2. It might have been a few more seconds before a route could be set due to local interlocking rules. Regardless an approach locking timer would prevent a route being set into Plat 2 for 1Y90 for usually 2-3 minutes at 125mph (clearly 2 here based on the next timestamp) after the route was cancelled - so possible to set a route from 19:42:19 ish onwards
19:42:34 Route proves from the Up Main to Up Slow at Huntingdon North Junction for 1Y90 to enter Platform 2 (pink route below)

If it's true that the first 999 calls were recieved at 19:39 that is some commendably and seriously impressive quick thinking and communications between the driver / train manager / signaller which no doubt saved lives.

 

[800001]

If it's true that the first 999 calls were recieved at 19:39 that is some commendably and seriously impressive quick thinking and communications between the driver / train manager / signaller which no doubt saved lives.

Possibly passcom had been activated before people started calling 999? That could have giving a minute or 2 extra for driver to make his emergency call.

 

[NSEWonderer]

My somewhat buggy website gets a mention... I don't currently display route data in that area. Here is a link if anyone wants to look themselves.

Taking a look manually at that stored data which I don't currently display on there I can confirm the following from my record of signalling data. Anything in italics I've tried to explain the meaning of after the timeline.

19:33:29 Route proves from the Up Main to Up Slow at Huntingdon North Junction for 9J61 to enter Platform 2 as booked (pink route below)
19:33:32 Signal 352 displays a proceed aspect
19:36:50 9J61 passes signal 352 and it displays a danger aspect
19:37:13 9J61 clears the pointwork at Huntingdon North Junction and the route releases
19:37:37 Route proves from the Up Main to Up Fast at Huntingdon North Junction for 1Y90 to continue on the fast lines as booked (red route below)
19:37:41 Signal 352 displays a proceed aspect
19:40:19 Route set earlier for 1Y90 to stay on the Up Fast cancelled (also known as replacing to danger / pull the signal/road)
19:40:21 Signal 352 reverts to a danger aspect. 1Y90 is just one signal away at this point approaching signal 356 - if the signal was visible, the driver would have seen it go from green to a single yellow (they would have obviously been warned by the signaller this would happen / requested it as mentioned up thread)
19:41:11 9J61 clears the signalling section in Huntingdon Plat 2. It might have been a few more seconds before a route could be set due to local interlocking rules. Regardless an approach locking timer would prevent a route being set into Plat 2 for 1Y90 for usually 2-3 minutes at 125mph (clearly 2 here based on the next timestamp) after the route was cancelled - so possible to set a route from 19:42:19 ish onwards
19:42:34 Route proves from the Up Main to Up Slow at Huntingdon North Junction for 1Y90 to enter Platform 2 (pink route below)
19:42:37 Signal 352 displays a proceed aspect
19:42:51 1Y90 passes signal 352 and it displays a danger aspect, and then enters Platform 2 at Sandy

I think this shows some incredible quick thinking. Hats off to the driver, signaller, and anyone else involved in getting the train into a platform as soon as possible.

Annotated screen grab of the state at 19:40:19 when signal 352 when the red route was cancelled and signal 352 reverted to danger.
View attachment 191590

Some further explanations:
For a route to "prove" this means that the points have swung to the required direction and it's detected that they've locked - you don't want them not going all the way or locking and having points move under a moving train! The time it takes for this to happen once the signaller requests a route to be set depends on the pointwork installed but I'd say its usually within the general ballpark of 5 to 10 seconds for an important junction like this. Maybe slightly quicker. From this the signaller acted almost immediatly once the timeout on the cancelled route from signal 352 ended.
Proceed aspect - green/yellow/double yellow. Danger aspect - red. The signalling feed's don't differentiate between different possible proceed aspects.
Route release - unless set as an auto route, the route will "release" and the points will usually/sometimes* automatically move to their normal position once a train has cleared the points. No route is automatically set over them so the signal protecting the points stays red, until the signaller or ARS/DRS sets a route.
The interlocking rules prevent conflicting movements happening. Track is split into signalling sections and if a train is detected in a section or a route set over it the interlocking system prevents any conflicting moves being made.

I have no formal relation to the industry and am just sharing what I've learnt on here, simulating various signalling areas on SimSig, and creating the Vail website linked above. If anyone who knows the area better and has any corrections to make please let me know!

*Some points will auto revert to normal position (Up Main -> Up Fast in this case) but I have no idea how widespread this is. It might be standard on most points in the country everywhere or not, I don't know and it's very niche stuff so I haven't been able to figure it out from a quick google.


It's near Stilton Fen / Holme on the two track section just south of Peterborough. Huntingdon was previously controlled by Kings Cross PSB before moving to York ROC.

Thanks, this break down is perfect

 

[Scotty]

If it's true that the first 999 calls were recieved at 19:39 that is some commendably and seriously impressive quick thinking and communications between the driver / train manager / signaller which no doubt saved lives.

Do we know if it was a passenger or rail staff member who made the 999 call?

 

[MarkWi72]

My somewhat buggy website gets a mention... I don't currently display route data in that area. Here is a link if anyone wants to look themselves.

Taking a look manually at that stored data which I don't currently display on there I can confirm the following from my record of signalling data. Anything in italics I've tried to explain the meaning of after the timeline.

19:33:29 Route proves from the Up Main to Up Slow at Huntingdon North Junction for 9J61 to enter Platform 2 as booked (pink route below)
19:33:32 Signal 352 displays a proceed aspect
19:36:50 9J61 passes signal 352 and it displays a danger aspect
19:37:13 9J61 clears the pointwork at Huntingdon North Junction and the route releases
19:37:37 Route proves from the Up Main to Up Fast at Huntingdon North Junction for 1Y90 to continue on the fast lines as booked (red route below)
19:37:41 Signal 352 displays a proceed aspect
19:40:19 Route set earlier for 1Y90 to stay on the Up Fast cancelled (also known as replacing to danger / pull the signal/road)
19:40:21 Signal 352 reverts to a danger aspect. 1Y90 is just one signal away at this point approaching signal 356 - if the signal was visible, the driver would have seen it go from green to a single yellow (they would have obviously been warned by the signaller this would happen / requested it as mentioned up thread)
19:41:11 9J61 clears the signalling section in Huntingdon Plat 2. It might have been a few more seconds before a route could be set due to local interlocking rules. Regardless an approach locking timer would prevent a route being set into Plat 2 for 1Y90 for usually 2-3 minutes at 125mph (clearly 2 here based on the next timestamp) after the route was cancelled - so possible to set a route from 19:42:19 ish onwards
19:42:34 Route proves from the Up Main to Up Slow at Huntingdon North Junction for 1Y90 to enter Platform 2 (pink route below)
19:42:37 Signal 352 displays a proceed aspect
19:42:51 1Y90 passes signal 352 and it displays a danger aspect, and then enters Platform 2 at Huntingdon

I think this shows some incredible quick thinking. Hats off to the driver, signaller, and anyone else involved in getting the train into a platform as soon as possible.

Annotated screen grab of the state at 19:40:19 when signal 352 when the red route was cancelled and signal 352 reverted to danger.
View attachment 191590

Some further explanations:
For a route to "prove" this means that the points have swung to the required direction and it's detected that they've locked - you don't want them not going all the way or locking and having points move under a moving train! The time it takes for this to happen once the signaller requests a route to be set depends on the pointwork installed but I'd say its usually within the general ballpark of 5 to 10 seconds for an important junction like this. Maybe slightly quicker. From this the signaller acted almost immediatly once the timeout on the cancelled route from signal 352 ended.
Proceed aspect - green/yellow/double yellow. Danger aspect - red. The signalling feed's don't differentiate between different possible proceed aspects.
Route release - unless set as an auto route, the route will "release" and the points will usually/sometimes* automatically move to their normal position once a train has cleared the points. No route is automatically set over them so the signal protecting the points stays red, until the signaller or ARS/DRS sets a route.
The interlocking rules prevent conflicting movements happening. Track is split into signalling sections and if a train is detected in a section or a route set over it the interlocking system prevents any conflicting moves being made.

I have no formal relation to the industry and am just sharing what I've learnt on here, simulating various signalling areas on SimSig, and creating the Vail website linked above. If anyone who knows the area better and has any corrections to make please let me know!

*Some points will auto revert to normal position (Up Main -> Up Fast in this case) but I have no idea how widespread this is. It might be standard on most points in the country everywhere or not, I don't know and it's very niche stuff so I haven't been able to figure it out from a quick google.


It's near Stilton Fen / Holme on the two track section just south of Peterborough. Huntingdon was previously controlled by Kings Cross PSB before moving to York ROC.

Thankyou for this. Extensive summary.

 

[jfowkes]

Do we know if it was a passenger or rail staff member who made the 999 call?

It says first 999 calls received at 19:39. I expect there were quite a few made in that minute of time.

 

[35B]

Do we know if it was a passenger or rail staff member who made the 999 call?

As I've read the coverage, I doubt there was only one such call.

 

[Tom B]

Let us hope that the quick thinking, well executed response of the driver/guard/signalman is held up next time the gutter press grumble about the amount drivers are paid.