Search results

Where do you get the 700m figure from? The 810 was apparently standing at (the report says "next to") WH152. 5 car train of 24m car length: 120m. Add nominal standback distance of 25m, so rear of that train approximately 145m in rear of WH152. It looks like it's been pushed maybe 3.5 coach...

Very well said.

All four aspect, so far as I know. No double- yellow aspects involved in the relevant sequence. Single yellow leaving the station is consistent with the junction signal ahead being approach released (which the report doesn't mention). Junction signal clears up to Y because 154 ahead is being...

I've had the same thought - fit TSS at signals following junctions where the aspect has been 'artificially' restricted, but where the following signal will in most cases be encountered at Green. Similar fitments are already done at plain line signals in other circumstances, one being where...

The report says it was standing next to signal WH152 (next one ahead of 154). To have accelerated to 76mph having passed a Yellow aspect is strange, to put it mildly. Also noting the estimated collision speed as 49mph, the Hitachi unit has been pushed over 3 carriage lengths beyond the signal...

The original curve was never on Preston panel just, as you mention, the spur for bank engines and the associated crossover. I have also thought it odd that PN's reach should extend that far, there must have been some perceived operational benefit in doing so. Was the Copy Pit line actually...

No. Sorry, but that's just a confused mess. If there is no valid route between two geographical points, then there is no route to set, irrespective of interlocking type. Signaller can push all the buttons they want, but if it's not a recognised/valid route then nothing will happen. Unless...

https://photos.signalling.org/picture?/25844/categories That post was abandoned when I realised I was answering a point different to the one you were actually making. I think the editor has hung on to the text and included it with my subsequent post without me noticing. Now edited to remove.

A small point - the junction signal (PN320) is on the Manchester side of Todmorden station, so the TD step has already taken place before the train arrives at it. OTT shows separate berths for PN318 & 337, however I think on the panel there is only one display shared between them.

There's an overlap track circuit between the signal and junction (60m if I remember correctly), once the train has cleared the track circuit over the junction points, with the rear end standing in the overlap and therefore still beyond the 'outlet' signal, it has passed beyond the clearance...

The AWS inductor (in relay-controlled areas) is driven off the aspect relay, or a repeat relay thereof (or should be), and also proves the signal alight. So, if correctly designed, a signal which hasn't cleared when it should won't result in bell for a non-green (including black) aspect, the two...

But this is on an individual basis, so if a train came to a stand still occupying a track circuit over the DS/UF crossover only, that would be locked Reverse (assuming the movement had come over from the US as it did here), but the US/DS crossover would be free to go Normal, so a train could...

The route locking, which is what holds the points in the required position, is released for each individual track circuit, or (as is the case here because of the type of interlocking and the layout) set of points, so each set (keep in mind that the crossovers will probably be double-ended so...

You're correct. TPWS is provided on the basis of the assessed risk, it wasn't feasible to fit every one as part of the original programme some 25 years ago, so it was limited (in the main) to those protecting junctions or other clear hazards. Not all plain line signals are (were) automatic, but...

Quite, I was trying to keep the explanation simple, I nearly included that but decided against it, particularly because this incident involves older signalling which will follow the original principles. I remember 'one signal in five' as the rule, and any others protecting hazards, such as a...

Thank you, that is as I suspected. Therefore 'we' don't know the aspect the 360 driver was presented with on approach to WH154. I suspect that information will already be available to those investigating the accident, from other sources.

I agree. I wasn't speculating, just trying to understand whether the statement in another post was factual, or just speculation.

Signals are either 'Controlled' or 'Automatic'. Controlled signals normally show a Red aspect and will only clear when the signaller has set a route from them (and the interlocking has determined it is safe to do so), and are required where there are points ahead of the signal. Automatic...

I asked because 800301 stated that the 360 "was approaching a Red signal" (154). This information would not typically be available so I am asking if this is a fact - ie Berth Maps, (which I'm totally unfamiliar with) somehow has access to more/better information than OTT, or if that statement...

Has it been absolutely confirmed that 154 was displaying a Red? Obviously it should have been, but note on the OTT map there is no aspect information. Since any system displaying this type of 'TD' information ultimately gets its data from inputs from the signalling system, and for auto signals...