Does anyone have any SPAD statistics?

[KA4C]

That very link provides a sub-category (A4) specifically for those cases where the correct aspect sequence was received, but the train was unable to stop due to circumstances beyond the driver's control.

Edit: and A3!

Exactly

 

[ExRes]

Perhaps my wording wasn't totally clear, what I'm saying is part of Cat A includes driver responsibility and part of Cat A includes non-driver responsibility

 

[GB]

Note former A3

Fair enough, but instead of just saying "wrong" or a rather vague "might not be the drivers fault" why couldn't you have been a little more forth coming?

 

[KA4C]

Fair enough, but instead of just saying "wrong" or a rather vague "might not be the drivers fault" why couldn't you have been a little more forth coming?

Profuse apologies
--- old post above --- --- new post below ---
Perhaps this is a clearer definition

SPAD
Signal passed at danger means any occasion when any part of a train proceeds beyond its
authorised movement to an unauthorised movement;
“unauthorised movement” means to pass -
(a) a trackside colour light signal or semaphore at danger, order to STOP, where an
Automatic Train Control System (ATCS) or train protection system is not
operational;
(b) the end of a safety related movement authority provided in an ATCS or train
protection system;
(c) a point communicated by verbal or written authorisation laid down in regulations;
or
(d) stop boards (buffer stops are not included) or hand signals,
but excludes cases in which –
(e) vehicles without any traction unit attached or a train that is unattended run away
past a signal at danger; or
(f) for any reason, the signal is not turned to danger in time to allow the driver to stop the train before the signal.

You'll note no mention of driver responsibility

 

[carriageline]

There is a logic to it although it might not appeal to everyone. The signal might be red because it would be dangerous to pass it, or there might be no real danger because everything is OK for the train to go except that there is a fault that prevents the signal clearing.



Of course the driver doesn't necessarily know the difference as the signal looks the same in each case... and this definition doesn't cover the situation when the signaler becomes aware of some danger and puts the signal back.

Thanks for the definitions, but as a signaller i generally know why a signal might be at danger

The point I was making was there is no difference between a signal being at danger, or a signal being at red (seeing as a signaller pulling up on a signal with a train approaching, to protect an obstruction fits the danger category nicely, but it's a SPAR)

A signal could be protecting an obstruction, or being held at red due to a fault, and if the driver sails passed it it is still a CAT A (or just a SPAD now it seems?), regardless of why it was at red.


Sent from my iPhone using Tapatalk

 

[Tomnick]

To the best of my knowledge, SPAR isn't any sort of official term - anything that's no longer known as a SPAD is now formally referred to as an 'operational incident' (or so the brief said, when the change first came about). That makes it sound a little more sensible!