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What journey planners are you referring to? Currently the only journey planner I can find that shows it, is TfW's Traith Cymru booking site, and that doesn't show any change required at Aber.

In Bangor, they explicitly say it stops at the railway station, so presumably not also at the town centre bus station. But for Machynlleth, they don't say whether it stops at the railway station or in the town centre. There are some potentially useful connections if it is the railway station...

Thanks for that. The indicator and button units that I have are exactly the same. Interestingly, the subsidiary indication depicts a "Southern Railway" type subsidiary (floodlight disc), rather than a "BR standard" position light (two white lights), showing it's Southern origins. On that...

I believe that is the weekend timetable. On Mondays to Fridays, the last coach from Bangor leaves at 2120. It is disappointing that the coaches don't appear on the traveline journey planner. Currently if I enquire about a journey on the 26th for example, I am only being shown the existing T2...

I was fairly sure that it had been trialled somewhere on the Southern, but couldn't remember where, but now you mention it, I am fairly sure you are right about Surbiton to Woking. I wasn't aware of the Styal line test site, but it would be a better explanation of how Derby School might have...

Surely the Severn Tunnel accident was in part due to the signal engineers resetting the axle counter? It is why all subsequent axle counter installations have elaborate reset and restore controls, aspect restriction controls, etc etc.

Not if the risks it introduces outweigh those it mitigates. But the railway wasn't making no attempt to protect against faults. It had a well-proven system in place that was designed to protect against all brake discontinuity faults. And as you say, obtaining total protection is often...

Unfortunately both YouTube videos on that thread seem to be blocked now.

I think the driver not reacting to the yellow on the junction signal is readily understandable. If he was accustomed to it stepping up at the last minute, and got momentarily distracted, he might well have failed to register that it didn't step up on this occasion. So he could well have...

The work isn't taking place until January! Plenty of time to put out detailed information before then.

Was it ever implemented? Other than perhaps a few test sites and test trains. If it never made it beyond a few tentative trials, the information wouldn't have been distributed very widely. I have some rectangular indicator - push buttons that I rescued from being skipped, separate ones for...

I don't see the point you are trying to make. If he didn't see the last minute change of the junction signal from yellow to green, his last input would have been it at yellow. Which should have led him to expect the next signal to be at red.

While it would be possible to detect the position of the brake isolation lever, that is only one possible problem that could cause a discontinuity in the brake line. Surely any safeguard has got to protect against all the possibilities? And if you have a safeguard that guards against all...

When I first started in S&T design, junction release was designed to delay the clearing of the junction signal to slow the train down to the junction speed. It was therefore based on the line speed, junction speed, distance to the junction, and deceleration rate. As I recall, we had speed...

It is also worth bearing in mind that on multiple track railways, drivers see trains ahead almost routinely. However, they become accustomed to ignoring them, as they are invariably on a different track. In this case, it is likely that there will be a delay in the driver seeing the train...

The unit on the train might not need to know what service it is on, but anybody who needs to make use of the information needs to know what service is in trouble and whereabouts it is. And when the driver doesn't respond, because he is busy driving? It can if repeated attempts at coupling up...

I think what is being proposed is to prevent what could have happened at Bedford, and has happened in a number of other accidents - another train on a parallel track running into debris of a first accident. Just ensuring that both driver and guard have access to a working mobile GSM-R unit...

Send a message to who? And saying what? How does a GSM-R unit in the last vehicle even know what service it is on? If drivers don't even know that their train has derailed, how do you expect a standalone telephone to know the difference between a rough coupling-up and a derailment? These...

I think the aim of existing SPAD detection systems and the like has been to prevent accidents from happening in the first place. However, it probably is time to consider systems that would automatically report an accident, in order prevent a second consequential collision. Such a system would...

In my experience, claims that are based on simple A to B one train journey are usually fairly quickly resolved. It is those that involve connections, particularly with other TOCs, that can take some time. I suspect it is where the automatic system for some reason flags the claim up for manual...