End Point assesments with CIRO?

[PaulBusDriver]

Has anyone had experience of dealing with the Chartered institute of railway operators before?
I've done a train driver apprenticeship and I'm out driving as a Post qual. driver.
I've had to do another assesment with CIRO despite passing the company's.

In my experience I've found them to give quite nebulous, non specific questions and be in a hurry to get you to answer.

I'm not here to spew sour grapes but I genuinely have reservations about the legitimacy of their assesments.

Does anyone else have similar experiences?

 

[AverageJoe]

Has anyone had experience of dealing with the Chartered institute of railway operators before?
I've done a train driver apprenticeship and I'm out driving as a Post qual. driver.
I've had to do another assesment with CIRO despite passing the company's.

In my experience I've found them to give quite nebulous, non specific questions and be in a hurry to get you to answer.

I'm not here to spew sour grapes but I genuinely have reservations about the legitimacy of their assesments.

Does anyone else have similar experiences?

They use qualified drivers, normally assessors or competent driver managers to do the test, then CIRO use an adjudicator to make sure it’s all been legit.

CIRO themselves take a backseat on the test, but over the whole experience with them and Train’d up who handled the functional skills side was unprofessional and it really is just a jobs worth to get a payout from the government.

I was well over a year qualified before I sat my EPA… I mean what if I failed? would they tell me a can’t drive and that I’ve been doing things wrong for a year and a half with my clean record?

As regards the test itself, the assessor I had wasn’t quite up to date on RB changes and we had some disagreements which in the end I just left because i didn’t want to demean them in front of the adjudicator.

It’s all supposed to be extremely professional and you have to show them the room and take your bag out of the room to make sure you aren’t cheating, yet it was still done over teams and they didn’t bother to do it face to face.
Also I could hear the assessors washing machine in the background.

So for me it’s a bit of a con, I’m now NVQ qualified as a train driver.. what does that mean? Nothing

 

[Tyrion]

Their assessments are perfectly legitimate, and standardised.
They are probably the most used EPA provider.
If you’re unhappy with how it was carried out etc then you they will have an appeals procedure. Speak to DTM or training school.
If others have had same issues then could possibly look at alternative providers if it was a common theme.

 

[PaulBusDriver]

They use qualified drivers, normally assessors or competent driver managers to do the test, then CIRO use an adjudicator to make sure it’s all been legit.

CIRO themselves take a backseat on the test, but over the whole experience with them and Train’d up who handled the functional skills side was unprofessional and it really is just a jobs worth to get a payout from the government.

I was well over a year qualified before I sat my EPA… I mean what if I failed? would they tell me a can’t drive and that I’ve been doing things wrong for a year and a half with my clean record?

As regards the test itself, the assessor I had wasn’t quite up to date on RB changes and we had some disagreements which in the end I just left because i didn’t want to demean them in front of the adjudicator.

It’s all supposed to be extremely professional and you have to show them the room and take your bag out of the room to make sure you aren’t cheating, yet it was still done over teams and they didn’t bother to do it face to face.
Also I could hear the assessors washing machine in the background.

So for me it’s a bit of a con, I’m now NVQ qualified as a train driver.. what does that mean? Nothing

Thanks for your input. I agree with what you've said, what bothered me is I was told something I know to be false. I didn't argue the point at the time because I just wanted them out of the way but on reflection it's not proper.
I was told that during a REC you should make sure your talking to the correct signaller. I said that had never been emphasised to me, as it automatically goes to signallers by cell. I was put down quite bluntly with "it's there in black and white in the rules", as id read RS523 the night before I knew it wasn't, it refers to normal calls being misrouted in 5.7 but not emergency calls.
I get the impression it's a tick box exercise and they get some drivers to do it as a bit of moonlighting.

I know for a fact my Driver Managers do rules assesments to a better standard with more specific and precise questions.

== Doublepost prevention - post automatically merged: 19 Mar 2025 ==

Their assessments are perfectly legitimate, and standardised.
They are probably the most used EPA provider.
If you’re unhappy with how it was carried out etc then you they will have an appeals procedure. Speak to DTM or training school.
If others have had same issues then could possibly look at alternative providers if it was a common theme.

You seem quite certain of this, as if you've been privy to a multitude of their tests or had some experience of dealing with them?

 

[skyhigh]

I was told that during a REC you should make sure your talking to the correct signaller. I said that had never been emphasised to me, as it automatically goes to signallers by cell. I was put down quite bluntly with "it's there in black and white in the rules", as id read RS523 the night before I knew it wasn't, it refers to normal calls being misrouted in 5.7 but not emergency calls.

Calls get misrouted. GSMR is not infallible.

Module G1 says:

5.1 Communicating clearly
all concerned

You must make sure you properly understand the meaning of all messages whether they are communicated by phone, radio or face-to-face.

You must:

make sure you are talking to the right person

As another example, from the Network Rail PTS handbook:

7.3 Emergency calls
When lives are in danger, time is of the essence, pressure is high and
accuracy is everything. Here’s how a typical emergency call might
go.
Start by getting the attention of the person on the other end by
saying –
“This is an emergency call.”
Make sure you’re speaking to the right person, usually the Signaller
or Electrical Control Operator –
“Is that the Signaller?”
Tell them who you are, what you do and where you are –
“This is Mike Middleton - I’m a track chargeman for Network Rail,
calling from Shapton East junction.”
Describe the problem –
“I’ve found a member of the public lying in the four-foot of the
Down Goods line, 300 yards beyond sierra hotel one two zero
signal. They’re badly injured and I can’t move them.”
Tell them what action needs to be taken –
“I need you to stop trains on the Down Goods line and arrange
for an ambulance to attend.”
Make sure the other person repeats back the information – it’s vital
they fully understand it. The Signaller or ECO will tell you what
they’ve done, what’s going to happen next and what they want
you to do. Give them your phone or radio call number so they can
contact you.
As someone who works for the railway, there are situations where
you might have to take action to prevent death, injury or damage.
But whatever you do, don’t put yourself in danger.

(Relevant sections my bold)

I think it's perfectly reasonable to say that it's a good idea to check you are speaking to the right person.

Incidentally, I have done 3 PTS courses as a trainee with different organisations and all emphasised the importance of making sure you are connected to the correct signaller.

Personally I'd just take that one on the chin.

 

[PaulBusDriver]

Calls get misrouted. GSMR is not infallible.

Module G1 says:


As another example, from the Network Rail PTS handbook:

(Relevant sections my bold)

I think it's perfectly reasonable to say that it's a good idea to check you are speaking to the right person.

Incidentally, I have done 3 PTS courses as a trainee with different organisations and all emphasised the importance of making sure you are connected to the correct signaller.

Personally I'd just take that one on the chin.

What you've put there is NOT the rule book and it's talking about something different, I.e. making sure your talking to A signaller.
An emergency call always reaches a signaller, it's automatic.
I guess your not a driver right?

 

[skyhigh]

What you've put there is NOT the rule book, in fact I've no idea where you've copied and pasted it from.

The first quote is from module G1 of the Rule Book, specifically "Section 5 Communications Procedure". Feel free to look it up.

The second quote is from the document RT3170 issued by Network Rail, entitled "The Guide to your Personal Track Safety". The quote can be found on page 65, under the heading "Emergency Calls". Our TOC issues this to all staff who undergo a PTS course. If you don't have it, a copy is available online here - https://hsqeconsultancy.co.uk/wp-content/uploads/2024/08/PTS_Handbook_2020_Issue_10.pdf

When you make an emergency call, you could be talking to another driver in the area who is mistakenly also trying to speak, the wrong signaller or even the office cleaner. You should not assume that the GSMR will work correctly 100% of the time.

The rule book is pretty clear that as part of communicating clearly, you must make sure you are speaking to the correct person.

 

[Tyrion]

Thanks for your input. I agree with what you've said, what bothered me is I was told something I know to be false. I didn't argue the point at the time because I just wanted them out of the way but on reflection it's not proper.
I was told that during a REC you should make sure your talking to the correct signaller. I said that had never been emphasised to me, as it automatically goes to signallers by cell. I was put down quite bluntly with "it's there in black and white in the rules", as id read RS523 the night before I knew it wasn't, it refers to normal calls being misrouted in 5.7 but not emergency calls.
I get the impression it's a tick box exercise and they get some drivers to do it as a bit of moonlighting.

I know for a fact my Driver Managers do rules assesments to a better standard with more specific and precise questions.

== Doublepost prevention - post automatically merged: 19 Mar 2025 ==


You seem quite certain of this, as if you've been privy to a multitude of their tests or had some experience of dealing with them?

Aye, as mentioned earlier if you were not happy with it they will have an appeals procedure or bring it up with your DTMs or training school because they get charged a fair whack for the EPA.
Iirc ciro do it on online so would hope it’s recorded

 

[PaulBusDriver]

The first quote is from module G1 of the Rule Book, specifically "Section 5 Communications Procedure". Feel free to look it up.

The second quote is from the document RT3170 issued by Network Rail, entitled "The Guide to your Personal Track Safety". The quote can be found on page 65, under the heading "Emergency Calls". Our TOC issues this to all staff who undergo a PTS course. If you don't have it, a copy is available online here - https://hsqeconsultancy.co.uk/wp-content/uploads/2024/08/PTS_Handbook_2020_Issue_10.pdf

When you make an emergency call, you could be talking to another driver in the area who is mistakenly also trying to speak, the wrong signaller or even the office cleaner. You should not assume that the GSMR will work correctly 100% of the time.

The rule book is pretty clear that as part of communicating clearly, you must make sure you are speaking to the correct person.

You'll also be aware that emergency calls, not normal calls, are for delivering high priority, time critical information.
RS523 deals with emergency calls specifically.
Yes, other calls are mentioned and routed incorrectly often times but Emergency calls go to more than one signaller, they cover cell areas up to a 30 mile radius.
If you've got passengers wandering over towards a line having evacuated your train you don't want to be wasting time, pratting around asking "are you the kings Norton signaller" for example when you could be telling them to block the line to avoid hitting people.
Clearly your not a driver otherwise you would see the significance.
You don't need to, its not necessary, that's the whole point.
Yes calls do get misrouted, often in absolute block areas, but it's a conference call with other signallers in the area when you hit the red button.
Normal calls do get to the wrong signaller but emergency calls are different.

== Doublepost prevention - post automatically merged: 19 Mar 2025 ==

When you make an emergency call, you could be talking to another driver in the area who is mistakenly also trying to speak, the wrong signaller or even the office cleaner. You should not assume that the GSMR will work correctly 100% of the time.

I think your using your imagination, any Driver reacting to an emergency call will not be chiming in unless requested by the signaller, its always the signaller who leads and apart from stopping immediately and acknowledging they've stopped drivers will not be getting involved unless requested.

 

[PupCuff]

I guess your not a driver right?

At the risk of coming across blunt, and I mean this with the best of intentions, you probably want to think about getting a couple more shifts under your belt with a key before you start pulling the "I know better because I'm a Driver" attitude.

There's rail colleagues from any number of grades on this board with a wealth of experience from many, many years of industry experience who are happy to offer guidance and support in their own time. Dismissing their valid contribution because you've formed the view that you know best before - by the sounds of it - you've even passed your end point assessment really doesn't demonstrate a good attitude towards the role.

I've been in the industry over a decade now and I still learn. The railway industry is an overwhelmingly supportive environment with lots of experience from lots of different perspectives. Genuinely, don't waste it. The real learning starts when you're dealing with situations without a DI by your side!

 

[skyhigh]

I guess your not a driver right?

You guess incorrectly. I have probably held driver competency longer than you have! (Not knowing when you passed).

Clearly your not a driver otherwise you would see the significance.

Trains stop when they hear the call. That is the point. The message must then be passed accurately so the signaller knows what further actions are required. You don't just press the red button and rattle off your message as quickly as possible.

I think your using your imagination, any Driver reacting to an emergency call will not be chiming in unless requested by the signaller,

It has happened... I have listened to the call!!

 

[PaulBusDriver]

Well thanks to the people who didn't get on their high horse.
Just to be concise, here's the section of the rule book on emergency calls.
Please do tell me where it mentions about needing to be sure it's the correct signaller.

5.3 Railway Emergency Group Calls
A REC is the highest priority call and can be made from any terminal or train radio that is connected to the GSM-R network. The Press to Talk button (PTT) must be used by the driver to speak during a REC. If the PTT button is not used correctly, the signaller is able to override it, see 5.3.3.

On receiving a REC the driver must stop the train and confirm that they are at a stand by pressing the ST button.

A REC can be used during any emergency situation affecting more than one line or more than one train.

It is important that, when a REC is initiated, the details of the incident are established quickly in order for the incident to be dealt with correctly and for unaffected trains to proceed as soon as possible.

5.3.1 Signaller and route controller actions and indications (Lead and non-lead signallers)
Making a REC
In an emergency situation the signaller may need to initiate a REC.

The lead signaller who initiates the REC call will be the lead signaller during the conversation. All other signallers will be able to monitor the call.

After the REC has been made and the signaller is sure that the emergency has been protected, the lead signaller will close the REC.

Receiving a REC
If receiving a REC, an alarm will sound on the fixed terminal and the call will be answered automatically. The call will be heard over the loudspeaker.

The lead signaller will be able to participate in the call, any non-lead signallers will only be able to monitor the call.

5.3.2 Driver actions and indications
Making a REC
In an emergency situation the driver may need to initiate a REC.

Once the REC has commenced the PTT button should be used to speak.

Receiving a REC
If you receive a REC the train radio will sound an audible alarm and display the message ‘STOP EMERGENCY’.

It is good practice for other drivers not to speak unless requested by the lead signaller or if they have important information to add to the call.

After the audible alarm, the call will be automatically connected. If a signaller is making the REC you will hear the following message.

“This is a railway emergency call. I repeat this is a railway emergency call from the signaller at______to all trains in the ______ area.”

The lead signaller will indicate the end of each REC by stating “end of railway emergency group call.”

An emergency group call is not considered completed until this phrase has been heard.

When the railway emergency group call has ended, any train that has not been instructed by the lead signaller to remain at a stand, can proceed if the driver is certain that the train is not affected by the incident.

5.3.3 PTT override
When a driver is pressing the PTT button the lead signaller cannot be heard.

If the driver forgets to release the PTT, then the lead signaller can override the PTT by pressing the override button on the fixed terminal.

5.3.4 REC closure
The call can only be ended by the lead signaller. It is important that the call is closed correctly to avoid unnecessary delays.

5.3.5 Accidental use of REC
If you accidentally initiate a REC you should speak to the lead signaller and explain the circumstances. This is to avoid extensive delays whilst the initiator of the REC is determined.

I think being told something is in the rule book when it isn't is pretty much wrong but its impossible to have a civil debate so I'll leave it there.

 

[NSEWonderer]

Well thanks to the people who didn't get on their high horse.
Just to be concise, here's the section of the rule book on emergency calls.
Please do tell me where it mentions about needing to be sure it's the correct signaller.

5.3 Railway Emergency Group Calls
A REC is the highest priority call and can be made from any terminal or train radio that is connected to the GSM-R network. The Press to Talk button (PTT) must be used by the driver to speak during a REC. If the PTT button is not used correctly, the signaller is able to override it, see 5.3.3.

On receiving a REC the driver must stop the train and confirm that they are at a stand by pressing the ST button.

A REC can be used during any emergency situation affecting more than one line or more than one train.

It is important that, when a REC is initiated, the details of the incident are established quickly in order for the incident to be dealt with correctly and for unaffected trains to proceed as soon as possible.

5.3.1 Signaller and route controller actions and indications (Lead and non-lead signallers)
Making a REC
In an emergency situation the signaller may need to initiate a REC.

The lead signaller who initiates the REC call will be the lead signaller during the conversation. All other signallers will be able to monitor the call.

After the REC has been made and the signaller is sure that the emergency has been protected, the lead signaller will close the REC.

Receiving a REC
If receiving a REC, an alarm will sound on the fixed terminal and the call will be answered automatically. The call will be heard over the loudspeaker.

The lead signaller will be able to participate in the call, any non-lead signallers will only be able to monitor the call.

5.3.2 Driver actions and indications
Making a REC
In an emergency situation the driver may need to initiate a REC.

Once the REC has commenced the PTT button should be used to speak.

Receiving a REC
If you receive a REC the train radio will sound an audible alarm and display the message ‘STOP EMERGENCY’.

It is good practice for other drivers not to speak unless requested by the lead signaller or if they have important information to add to the call.

After the audible alarm, the call will be automatically connected. If a signaller is making the REC you will hear the following message.

“This is a railway emergency call. I repeat this is a railway emergency call from the signaller at______to all trains in the ______ area.”

The lead signaller will indicate the end of each REC by stating “end of railway emergency group call.”

An emergency group call is not considered completed until this phrase has been heard.

When the railway emergency group call has ended, any train that has not been instructed by the lead signaller to remain at a stand, can proceed if the driver is certain that the train is not affected by the incident.

5.3.3 PTT override
When a driver is pressing the PTT button the lead signaller cannot be heard.

If the driver forgets to release the PTT, then the lead signaller can override the PTT by pressing the override button on the fixed terminal.

5.3.4 REC closure
The call can only be ended by the lead signaller. It is important that the call is closed correctly to avoid unnecessary delays.

5.3.5 Accidental use of REC
If you accidentally initiate a REC you should speak to the lead signaller and explain the circumstances. This is to avoid extensive delays whilst the initiator of the REC is determined.

I think being told something is in the rule book when it isn't is pretty much wrong but its impossible to have a civil debate so I'll leave it there.

What was the point of posting this without being rude??? 5.3.2 won't tell you how to speak specifically on a REC Call, its always been trained to Drivers that any communication must aim to first establish the correct individual is being contacted. What's the point in trying to pass Safety critical information in a timely and accurate manner via a REC if the GSMR has(which is has done before) failed to contact engage the right Signaller? Even an urgent call or pressing the two phones button may not always contact the correct person, how long do you think it takes to just check if you're speaking with the correct person alongside your initial emergency call message? Rulebook as followed:


Not once does Section 5 in Module G1 ever say you do not follow this during a REC Call because it assumes a fallible system is infallible. Bullet point 3 before you ask, yes is covered by your train running number or headcode.

 

[12LDA28C]

Well thanks to the people who didn't get on their high horse.
Just to be concise, here's the section of the rule book on emergency calls.
Please do tell me where it mentions about needing to be sure it's the correct signaller.


I think being told something is in the rule book when it isn't is pretty much wrong but its impossible to have a civil debate so I'll leave it there.

During any communication with the Signaller it is important to establish you are speaking to the correct person before passing your message, this includes during an Emergency Call. The REC should be commenced with the statement 'This Is A Railway Emergency Call' and then you should confirm you are speaking with the correct Signaller before passing your message. Several people have confirmed this to you and you'd do well to heed their advice.

 

[I_am_Nobody]

During any communication with the Signaller it is important to establish you are speaking to the correct person before passing your message, this includes during an Emergency Call. The REC should be commenced with the statement 'This Is A Railway Emergency Call' and then you should confirm you are speaking with the correct Signaller before passing your message. Several people have confirmed this to you and you'd do well to heed their advice.

This is how I have been trained to handle an emergency call every time it’s been mentioned. It is the correct way to handle an emergency call, heck it’s the correct way to handle every call. The system isn’t perfect, don’t make it worse by assuming you’re speaking to the correct person.

 

[Twotwo]

On the gsmr it tells you what panel your talking to? We have a blind spot where it connects to another panel but again it says it in the gsmr. And whenever I've called for something they always start the conversation with what panel they are. I've never had to ask is this the signaller for so and so panel.

 

[12LDA28C]

On the gsmr it tells you what panel your talking to? We have a blind spot where it connects to another panel but again it says it in the gsmr. And whenever I've called for something they always start the conversation with what panel they are. I've never had to ask is this the signaller for so and so panel.

Some Signallers cover multiple panels within the same Signalling Centre. It's certainly not unknown for them to state the wrong panel when answering a GSM-R call, in my experience.

 

[Twotwo]

Some Signallers cover multiple panels within the same Signalling Centre. It's certainly not unknown for them to state the wrong panel when answering a GSM-R call, in my experience.

But again it says the panel on the gsmr. I've never opened the conversation with is this the signaller for so and so from my own experience.

 

[Dieseldriver]

But again it says the panel on the gsmr. I've never opened the conversation with is this the signaller for so and so from my own experience.

Not on a REC call it doesn’t….

 

[NSEWonderer]

Not on a REC call it doesn’t….

This. On a REC call made by the driver which is what it is being discussed it doesn't and more so the Signaller doesn't speak first but the actual individual making the REC Call.

The whole reason G1 Section 5.1 mentions that you should check who you're talking to before requesting or continuing a safety critical conversation is that it saves confusion and time lost realising that the individual you want to contact is not only quite possibly the wrong individual but also one who cannot enact any of the requests that you subsequently make like a Line Block or Emergency switch off etc.

As a result there will be time lost in cross communication to get the correct individual informed and actions enacted. GSMR is faliable hence why whether your emergency call is via a phone, GSMR etc, the expectance is that we make sure the correct person is being contacted.

Surely there can't be argument with the very document, the Rulebook that We've been trained to follow pretty much to the T?

 

[iwasyoungonce]

Watch RED69

 

[tiptoptaff]

This. On a REC call made by the driver which is what it is being discussed it doesn't and more so the Signaller doesn't speak first but the actual individual making the REC Call.

The whole reason G1 Section 5.1 mentions that you should check who you're talking to before requesting or continuing a safety critical conversation is that it saves confusion and time lost realising that the individual you want to contact is not only quite possibly the wrong individual but also one who cannot enact any of the requests that you subsequently make like a Line Block or Emergency switch off etc.

As a result there will be time lost in cross communication to get the correct individual informed and actions enacted. GSMR is faliable hence why whether your emergency call is via a phone, GSMR etc, the expectance is that we make sure the correct person is being contacted.

Surely there can't be argument with the very document, the Rulebook that We've been trained to follow pretty much to the T?

In my experience, the signaller ALWAYS speaks first on a REC call. And I've made a couple.

Its always been "This is the signaller at X can the driver of [train] please state your message"

== Doublepost prevention - post automatically merged: 20 Mar 2025 ==

It eliminates the "am I speaking to the signaller for X"

 

[Twotwo]

I haven't done an REC call so my apology but like previously said the signaller has always started the conversation with who they are and what panel they are working on.

On a side note, between kx and stevenage there's like 3 different panels I wouldn't even know where the cut off point is for each section so not sure why I'd be asking them if they are the signaller for so and so panel.

 

[Sheridan]

Let’s say you hit the red button to make the REC and it turns out you’re not connected to the correct signaller - what would happen then? Presumably disconnecting and then another press could result in reconnecting to the same signaller unless you’ve travelled into a new GSM-R berth. If you contacted the correct signaller directly then this would cut out other drivers in the area from hearing the information - probably fine as they should come to a stand anyway, but could cause some issues?
I’m just curious, I appreciate that there’s probably no ‘perfect’ scenario if the initial call doesn’t connect to the right panel.

 

[NSEWonderer]

In my experience, the signaller ALWAYS speaks first on a REC call. And I've made a couple.

Its always been "This is the signaller at X can the driver of [train] please state your message"

== Doublepost prevention - post automatically merged: 20 Mar 2025 ==

It eliminates the "am I speaking to the signaller for X"

Agreed in that case you don't have to ask who are you speaking to ad you've mentioned but if they don't start the conversation after you've initiated the rec then it would be wise to double check.

 

[12LDA28C]

I haven't done an REC call so my apology but like previously said the signaller has always started the conversation with who they are and what panel they are working on.

On a side note, between kx and stevenage there's like 3 different panels I wouldn't even know where the cut off point is for each section so not sure why I'd be asking them if they are the signaller for so and so panel.

Surely this would form part of your route knowledge? It certainly does where I work.

 

[SimplyLovely]

Let’s say you hit the red button to make the REC and it turns out you’re not connected to the correct signaller - what would happen then? Presumably disconnecting and then another press could result in reconnecting to the same signaller unless you’ve travelled into a new GSM-R berth. If you contacted the correct signaller directly then this would cut out other drivers in the area from hearing the information - probably fine as they should come to a stand anyway, but could cause some issues?
I’m just curious, I appreciate that there’s probably no ‘perfect’ scenario if the initial call doesn’t connect to the right panel.

A REC call doesn’t just go to one signaller, it goes to the signaller in your berth plus the ones either side. It’s an 18km radius it covers so if it picks up the wrong signaller as the “lead” then the correct one should still be on the call to take over.

 

[gatters]

I think your using your imagination, any Driver reacting to an emergency call will not be chiming in unless requested by the signaller, its always the signaller who leads and apart from stopping immediately and acknowledging they've stopped drivers will not be getting involved unless requested.

you say this but then in your next post quote a section from the rule book that contradicts what you've said

It is good practice for other drivers not to speak unless requested by the lead signaller or if they have important information to add to the call.

drivers absolutely can, and should, get involved without being requested to do so by the signaller in the right circumstances

 

[Sheridan]

A REC call doesn’t just go to one signaller, it goes to the signaller in your berth plus the ones either side. It’s an 18km radius it covers so if it picks up the wrong signaller as the “lead” then the correct one should still be on the call to take over.

Ah, that makes sense, thanks.

 

[whoosh]

drivers absolutely can, and should, get involved without being requested to do so by the signaller in the right circumstances

On my GSM-R training we were told to say our headcode every time we speak in a REC, as in the pilot area to have GSM-R (Glasgow area I think), a Signaller had to end a Railway Emergency Call as more than one driver was partaking and everyone was confused.