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I might be wrong but all vacancies now appear to be offered at the training grade of grade 2, probably as NR appear to recruiting to area pools instead of actual jobs.

Signallers at Three Bridges ROC get half London allowance and as far as I’m aware there are no relief jobs located within any of the links at the ROC.

With predominantly 12hr rosters in our area and some staff living nearly 2hrs away from work, it was felt by the company locally that they would be pushing their luck with the new ORR directive if staff were rostered too many shifts on the bounce or with little rest in between.

Yes very much the same problems around here. Our roster section and out of hours SSMs are constantly booking staff off after reaching the 60hr limit and booking others on rest day / extra Sunday working just to cover these newly created gaps.

Hopefully I’ve managed to copy then across.

Our signalling centre is already compliant with both of the signallers rosters and the SSM roster and most of the wider route is apart from the local ROC which Will be shortly having renegotiated their respective rosters. Although I know it’s hit and miss with other routes around the country.

As per the new pay real and accepting the new NRP which has the following bullet point. 2.1.3 a maximum 60 hours worked in any rolling seven-day period

We have only one station (Brighton) where the station supervisor will suggest platform replanning and that’s mainly due to stock swaps or reforming services sometimes in association with the neighbouring train depot. As for general platform changes the signaller will make the decision. As for...

We use Station workings for Brighton and simplifiers for all other stations including Hove, Haywards Heath, Three Bridges, Horsham, Gatwick Airport, Redhill, Purley, East Croydon, West Croydon and Norwood Junction as our main primary stations backed up by CCF terminals for rack control panel...

Just to make it clear that permissive working is no longer authorised at Preston Park and hasn’t since the Stafford crash and in recent years there has been a bar placed in the interlocking to prevent the calling on subsidiary signals from being used.

In recent years getting hold of yellow perils for signalling alterations at our signalling centre is rarer than rocking horse **** theses days, we have to learn what we can and can’t do and what the real world indications to the drivers are, by trail and error.

It’s “Line Blockage Signal Protection”, it was being used to protect S&T engineers trying to fix a track circuit failure.

Maybe a good chunk of this thread needs moving into a separate delay attribution thread so it can get back on topic? :D

Open train maps is using an out of date map for Gatwick Airport as the track layout was changed this Christmas. T244 signal is now a fixed red aspect to allow trains from the south to terminate there the return to the south, there is no longer any pointwork to allow trains to continue towards...

When I’m dealing with a big failure I deal with each driver in turn as required as more than one train might running through the failed area under caution. If it’s just one driver I need to talk to the I use the contact signaller function. If I need to replace a signal to a more restrictive...

From my point of view as a signaller, trainee drivers paying a visit during their classroom training is a waste of time. It’s far more useful for them to pay a visit when they are learning their routes or refreshing their routes, when you can explain and demonstrate things to them. Getting back...

I must admit at our location where we have multiple junctions one signal section after another, the over use of the SG button will get a response of a slower they normal passage, especially when we know the driver can see the train ahead or conflict ahead of them.

I am a local rep and have good comms with level 2 reps and been able to use that to good advantage and read minutes from above my pay grade and very interesting they are too. But the point is, that if the company wants to change things, then the company must communicate better and in depth and...

Whether you think they are minor points and I believe they are major stumbling points is a matter of perspective and personal view. But in over 7 months now neither the company as expanded it’s text beyond the bullet points so we can actually see what they are proposing in depth nor has the...

Sometimes people forget that the railways are more than just train drivers and ASLEF and us signallers have genuine grievances. Most of these so called outdated work practices were either imposed upon our grade or negotiated into our conditions by Railtrack during the signalman’s restructuring...