Search results

What's the point of them, then?

TPWS overspeed doesn't mean that the train's exceeding the permissible speed at that location, it merely means that it's exceeding the TPWS set-speed which (according to the TPWS design for that location) means there is a risk that the train isn't braking sufficiently (or at all) to comply with...

Or you elect reps (who, at functional level, should be able to have input and influence on a consultative basis) who care about making PDPs and autumn guidance actually workable ;) 10mph at the ramp of terminal platforms has long been a big bugbear of mine, ever since I was focussing so much on...

Broadly in line with what others have said... How far away is the next signal? That's obviously a significant factor. What's the layout in between? There's few things more frustrating than coming to a stand at a signal to wait for a conflicting move to clear at an unnecessarily glacial pace...

Although the simple answer is as stated a couple of posts ago, the slightly more detailed answer is that "it's complicated", with how short the block sections are and how complex the layout is in places. Edgeley No.1 (on the Down), Edgeley No.2 (both ways), Stockport No.1 (both ways) and...

Also Stirling and Workington, unless anything's changed recently.

Not quite. They're classed (officially) as AOCL+B. There's a subtle difference in the circuitry – not sure what, exactly, but I drive over both ABCL and AOCL+B crossings and it's noticeable that you get the driver's white light much later on the latter.

My somewhat pragmatic take on this, as a rep, is that agreements covering PNB parameters and maximum continuous driving times are intended to protect traincrew in the context of diagramming and in allocation of work during disruption (and, perhaps perversely, their employer too – by giving a...

I used to operate a CCTV crossing where there was a right turn into industrial premises immediately after the crossing, combined with not brilliant sighting of oncoming traffic and a fairly uneven crossing surface meaning low approach speeds for lorries. All that together meant that lorries...

There is, of course, always the option to refuse to work / carry out an instruction on safety grounds, if you genuinely believe that what you are being asked to do is unsafe. Given the risk of egresses being pulled, interfering with an already relatively risky procedure, and also the risk of...

In simple terms, it's a control that's part of the signalling system that will only allow a calling-on signal to clear if the room available in the platform exceeds the length of the approaching train. Both are measured by the line in the platform and on the approach to the protecting signal...

Yes, absolutely – but it's too late by then, of course, so either way you're having to change ends to go back outside. We had this debate with ops standards and safety bods recently, in the context of a risk at a specific location, and agreed that once you're in the too-short platform, it's...

This is absolutely not the case. There's one signal on my routes where you're approaching at, potentially, 80mph and don't know whether the correct route is set until you're far too close to be able to stop if it's wrong. Colton certainly used to be free greens both ways at 125mph! Am I not...

There should be two cancelling indicators, one normally approx 180m (or minimum 45m) beyond the magnet for the warning board, and the other the same distance beyond the magnet for the emergency indicator.

Not unless there's another (wrong side) fault present, for which the driver should be advised separately anyway. My best guess is that the requirement for there to be no intervening distant signal is a crude tool to limit the distance between the two stop signals being passed in the same...

You can't really withhold agreement solely on the contents of the training package because a pay deal hasn't been agreed. What a pay deal could bring, hypothetically of course, is increased rostering flexibility during a training programme, without which it might be practically impossible to...

There's a few more in England still. Sleaford West, Goxhill, Oxmarsh Crossing, Weaverthorpe and Kirkham Abbey on the national network, plus New Bridge and Rawtenstall in preservation. Nunthorpe and Barton Hill (?) both still have wheel-worked barriers too, if I'm not mistaken.

ARS is often configured not to pull off out of the other end of the station until the platform staff bell it out. It's a minor nuisance at a couple of places where we never get relief or anything anyway, making for a slightly slower approach which is frustrating when you're already late. Derby...

I can confirm that it does!

Platform 3 at Oxford Road, if I'm not mistaken, so an altogether awkward platform with a mid-platform signal that can often be kept at danger and lead to a train (necessarily and legitimately) stopping short of where it needs to be. Been there, done that, thankfully no door release though...