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What about in bi-directional multli line situations such as just before a main line station. Sometimes the movement to another line is quick rather than gradual and so hence less time for emergency braking, although the speed of the train will be less. Is this a more likely scenario to come...

So do places exist where if a Driver mistakenly passes the last signal at red and at the maximum allowed track speed is there then not enough room for the train protection system to stop the train before reaching the fouling point?

Thanks it makes sense. What I am getting at is.. whether an automatic train protection system is foolproof eg if a driver goes through a red light where no route has been set after the signal and there is then not enough braking distance before the fouling point there is still a potential for a...

What if there has been no route set through. Would the train still receive a red at the previous signal to the signal protecting the conflict?

Is there a set distance that a fouling point has to be after a signal? eg if a train passes a red signal does the train have to have enough room to brake and stop before the chance of crossing into the path of another train?

Thanks

When overland trains are following another train further up the track can they receive two double yellows in a row?

They blamed it primarily on the position and sighting difficulties of signal 109 and the bright sunlight that may have illuminated the unlit yellow lights and diminished the lit red light. I believe that the cause occurred before signal 109. I am writing my interpretation of what happened and...

The enquiry stated that the Turbo train 'ran through' the swing nose points 8063B. I would like to see of what design the points were and what form of damage they suffered as a result of the run through. --- old post above --- --- new post below --- and because I think the enquiry got certain...

Has anyone any photos of the points numbered 8063B at Ladbroke Grove before and/or after the 1999 crash?

Has anyone any photos of the points numbered 8063B at Ladbroke Grove before and/or after the crash?

Yes ARS is irrelevant to this discussion other than to have established that it cannot prevent a run through.

So the weight and momentum of a train will force a run through upon motorised points that are not designed for a run through. The ARS will also not prevent such an occurrence.

So it is not necessary for the computer to change the points because a run through will change them in favour of the train...which then leaves the problem that the driver is unable to telephone in the SPAD if he unaware of the SPAD

Will a computerised Automatic Routing System [ARS], that controls motorised points, detect that a train is about to enter wrongly set points [due to driver error] and so then change the points?

Also...when the points are locked and not set in favour of the train, I then assume that the trains weight and momentum will break the lock and force the points into position in favour of the train...is that correct?

Does the expression 'ran through points' mean that the points were set wrong and a train has ran through them or is it a generally used expression to say that a train has passed over correctly set points?

Thank you for the responses. Does anyone know this... Where one line very gradually joins another line, can the swingnose sometimes be a train length away from the other moving rail?

Can anyone please describe how a swing nose crossing works, ie are they motorised; can they cause a derailment if not set correctly?

Sorry to butt in. I am new to site. How do I start a thread. I have looked in help and it says click on new thread. But that is not on my page. Can anyone help please?