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There are some photos on Danny Scroggins' site at https://photos.signalling.org/index?/category/203-cotswold_line&acs=cots

The signaller can't do much if a TOC don't tell anyone the train will terminate until it's arrived and the crew have left.

I would hope that OLE staff are doing that, not the emergency services! I would hazard a guess that one or more headspans are down between Skelton and Skelton Bridge.

I do plenty of regulating. The quoted comment fortunately bears no resemblance to reality.

Short selling was temporarily banned in several countries in 2008.

Some panels may not have but I'm sure some did.

Absolute block regulations require that a train must pass the clearing point complete with tail lamp before 'train out of section' can be sent to the box in rear. Difficulty in observing this means that absolute block generally isn't used where the signal box not at the relevant end of the block...

Train drivers can be trusted to wait at a red signal. Road vehicle drivers cannot be trusted to wait for a lengthy time at a UWC. That's why the rule book requires us to tell crossing users to cross immediately if they don't require signal protection. See TS9

It must be nice to have a quiet line where every vehicle can be granted signal protection, but the reality is that doing so on busy lines would keep crossing users waiting for ten minutes or more. Keeping people waiting that long can and does result in misuse.

If a terrorist or other malicious person entered the cab at the time and location that the subject of this thread apparently did, they could have caused a head on collision. I would suggest that an unauthorised person entering a cab is indeed a very serious situation.

1. Not necessarily, for example if the EBS has been raised 2. Not in non-track circuited areas, for example most Absolute Block & Electric Token Block sections 3. See my answer to 2, where signallers are required to watch the train pass complete with tail lamp before sending 'train out of section'

Regarding the suggestion of TOCs running the whole railway, do we really want a TOC, which will only be around for a few years, making long term engineering decisions, such as on S&C renewals which may last fifty years?

I am concerned about some of the replies on this thread, at least concerning permissive working on platform lines. TS2 regulation 3.3.4 prohibits some scenarios described above.

If the portion of line was track circuited, which I assume this was, a signaller shouldn't assume it's a track circuit failure until the line has been examined. If this had happened in an AB section, the front portion would not have a tail lamp, so the advance signaller would not allow another...

AB regulations apply between Milner Royd and Hebden Bridge, and through the section between Halifax and Mill Lane. 7-5-5 will be sent where AB regulations apply.

Urgent calls to drivers auto connect, normal calls don't.

The manufacturer designs the S&C detail based on the geometry provided by the design organisation. The manufacturer produces a 1:50 drawing of the S&C that is to be manufactured; the various design disciplines produce drawings (and other deliverables) detailing the work that is to take place...

A yellow flag is used at an intermediate signal box during single line working in an Absolute Block area.

Absolutely. As a signaller, I would be putting signals back, sending an appropriate train radio message and, if applicable, sending 6 or 7 to the next box.

Yes. Open the door at night and the signal box becomes full of them!