Signaller awareness of SPADs

[tiptoptaff]

Is it still a 3189? I thought they changed it a few years ago?

That's what we're told it is, not that it matters much to us as a driver!

 

[Efini92]

That's what we're told it is, not that it matters much to us as a driver!

True

 

[PupCuff]

Is it still a 3189? I thought they changed it a few years ago?

It's an NR3189 now but if someone says RT3189 it's still well understood.

 

[Llanigraham]

That is not a category 'A' SPaD and the driver would not be held to blame with no action taken against them. Signals are regularly passed due to them being put back to danger in front of the driver, or track circuit failures and so on. Generally the driver stops, reports it and is asked if they are ok to continue and no more is said.

Agreed, but the person who I originally replied to suggested that it would be a tea and no biscuits discussion.

 

[Annetts key]

When a SPAD occurs I presume that the signaller is aware that it has occurred and can thus take appropriate action, is my assumption correct or are there cases where this would not happen?
I also assume that in the event of a SPAD that, even if the signaller is automatically alerted, that the driver would contact the signaller, again is my assumption correct?
On trains that have a guard does he, as I expect, have expected actions to perform?

I guess I am just interested in a simple, I realise these things are never simple, explanation for what happens immediately following a SPAD.

Thanks in advance.

Many, many, variables here.

Not all lines / signals have track circuits or axle counters. In this case, the signaller may only get to know if either the driver tells the signaller, or the train continues and arrives unexpectedly at some point further along the line.

And many automatic signals don’t have separate ‘berth’ track circuit (section between the previous overlap and the signal) and ‘overlap’ track circuit (from the signal to typically 200 to 300 yards beyond the signal, although it can be shorter in certain circumstances), instead having a single track circuit for both. Also, for older automatic signals, the signaller does not have an indication to show what the signal is showing. The result is that as long as the train does not travel beyond the overlap (on to the next track circuit), the signaller will be totally unaware until the driver tells them.

Most emergency override systems when in use (because the normal controls and indication system has failed) don’t provide the signaller with track circuit or signal indications, so if a SPAD occurred, the signaller would have to be told (in most cases) by the driver.

Even in a track circuit (axle counter) block section with controlled signals, if a failure caused a signal to go back to red, if the signal was busy with other things, and a driver went past the signal at red, it may be a while before the signaller notices (unless a SPAD alarm system has been specified). Often only becoming aware because the driver has contacted them.