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To add to that if you are going straight to a PSB/ASC/IECC/SCC or a ROC the training is far more supervised than that as there will be SSMs on shift with you at all times and in most cases the LOM or LOMs are in the same building.

At my location you the full works apart from your final grade which requires passing out, the same as the everywhere else.

Or in some cases you work a proper rotating learners roster, which works through all the shifts including nights and weekends.

In multi panel/work stations location it will be upon passing out for your 1st panel/work station as that is the point when you cease being a trainee and become fully qualified signaller.

Once upon a time there used to be a special bonfire train service about every 10 minutes to and from Lewes and Brighton with other trains strengthened with some other extras on Haywards Heath Eastboure axis. Then there were complaints about over crowding in Lewes so the service was reduced...

700027 was the latest unit to arrive minutes ago.

All fixed and back to line speed, now only if we could find all of our displaced EMUs before the start of service would be a welcome bonus.

In my grade it's called "bums on seats" lol :lol:

A separate feed, but still part of the larger local power grid and yes there are back ups for the signalling (control) first then the domestic supply comes second. I've worked trains sitting in the dark, it's kind of relaxing.

You've got all the new sidings at Bedford, Cricklewood, Peterborough and in the new year Horsham plus Horsea depot in the summer. So I don't think we have reached the critical point just yet.

Only in name for schedules, it's used for OTMs to and from the Balfour Beatty sidings located off Tilgate sidings in Three Bridges Depot, although the two are separate entities.

I've giving explanations to a train driver as to why they are in a long queue as well as explaining to them again at the time of authorising pass a signal at danger and over manually set or wound points, that I have my doubts the driver had fully understood the reason, other than that they are...

Even though the Milton Keynes used platform 4 at South Croydon, they near enough exclusively used the slow reversible line in both directions from East Croydon and didn't even use the new points. The most the new points get used is when the Wallingtons are blocked and you get the Epsom/Epsom...

The approach control on the route T131 to T135 signals via 1626 points (the northern set) is so restrictive that it makes using that route in preference to T137 to T143 via 1629 & 1630 points (the southern end) totally useless even though the points (1626) are 20mph faster. It only good for a...

They will need to get in quickly with these turn back sidings plans for Wallington and Cheam as NR and Seimans have already signed the contract for the re-signalling and migration of the Sutton area (Victoria ASC panel 4) to TBROC to be commissioned Spring 2018. Not saying it can't be done...

I've signalled it three times in my career so far and every time it's had a different WTT code.

My bold and italics

There must be a good dozen TSR and ESRs in the location where I work all listed in miles and chains as that's what the engineers use. I have signal numbers and point numbers on my diagram. The two are not compatible systems and I've got not idea as to what exact signal or signals immediately...

Off topic, the only problem we had on Sussex Route with single class 456s was in the autumn leaf fall season on the Tattenham line, where we used to get quite regularly, now you see now you don't with the track circuits or they couldn't make up up the bank from Tadworth to Tattenahm. Come to...