What do signallers generally do during disruption?

[Intercity_225]

I'm playing SimSig (Kings Cross map) at the moment and recently I've been wondering, what's the general procedure for when an incident happens? So for example, if a fatality occured, let's say in the New Barnet area on the Up Fasts. What would the signaller normally do and what should they do to bring the line back to normal working?

Edit: I'm not asking for the side of things answered in the recent thread, I mean what will happen from a signaller's point of view. Just thought I'd make that clear.

 

[Surreytraveller]

The signaller just signals trains. A train enters their area, and they signal through their area, and out again.

 

[12LDA28C]

I'm playing SimSig (Kings Cross map) at the moment and recently I've been wondering, what's the general procedure for when an incident happens? So for example, if a fatality occured, let's say in the New Barnet area on the Up Fasts. What would the signaller normally do and what should they do to bring the line back to normal working?

Edit: I'm not asking for the side of things answered in the recent thread, I mean what will happen from a signaller's point of view. Just thought I'd make that clear.

Chances are all lines would be blocked due to the fatality so no trains would be moving until the clean up operation had been completed and the line handed back for partial (eg slow lines only) or full use. If trains were required to be turned back either side of the blockage or diverted to alternative routes then the signaller would be acting on instruction from TOC or Route Control and informing drivers accordingly.

 

[endofthetunnel]

Without referencing that specific location, it goes without saying every incident is different, so this is a potential general order of events. It is hard to simulate on simsig the amount of phone/GSMR calls involved and how much time that takes up!

Take the initial emergency call and determine what has happened and exactly where, then protect that area. Concurrently try to prevent any trains becoming trapped in bad places, so aim to stop things leaving stations or getting too close to the incident area. Control will be dispatching teams and the electrical control room will also be on the phone normally to do an emergency switch off - so as a signaller you will need to work out this isolation area, suitably protect it and deal with the trains stuck within it.

Once teams are on site the RIO (Rail Incident Officer) will deal directly with you as the signaller to determine exact locations where trains can and cannot move, etc, and once this is decided you will start recovering the service as best as possible. That may be just telling each train the situation and to remain at a stand, or doing wrong direction moves back to stations or junctions, or talking about which trains can go diversionary routes and finding out everyone’s route knowledge.

On a busier workstation you tend to find by the time you speak to control and then to each driver with an update and the next steps, the RIO calls you again with their own update and the cycle starts again!
At some point the RIO will start wanting to move incident trains within their block which requires talking to drivers and doing unsignalled moves as necessary. They will be giving ETAs for handing the site back so control normally want to start services moving in anticipation of this.

Eventually, the RIO will give the block back, and the electricity will be switched back on, and normal service will resume, but services are by now disrupted so expect a couple of hours of delays to work through.

It’s easily possible that half your workstation is still running normally whilst you’re dealing with this major incident so attention management is important and not getting sucked into the one situation. There may well be planned maintenance line blocks happening, or tell them to stop for a while, and all the other normal bits of the job to keep doing.

 

[apinnard]

Put the kettle on.

 

[Gloster]

Put the kettle on.

Not as much of a joke as you may think. My first Signalling Inspector, back in 1979, said that after you have carried out the emergency measures, told who you need to tell and put it all down in the Train Register, you should put the kettle on. This gives you a chance to calm down a little after a hectic period and run a mental check that you have done everything that you should and run over what you may have to do. Wise words from an experienced railwayman.

 

[The Puddock]

Good advice for smaller boxes and simpler times but try that on a grade 9 workstation with the wires down, seven stacked incoming GSM-R calls and the turret ringing continuously off the hook, and let us know how you get on.

 

[sprunt]

Interesting post @endofthetunnel, thanks.

On a similar note, what does a signaller do if due to industrial action there are no trains running in the area they cover? Is there paperwork they can catch up on, or are they effectively sitting at their stations just doing whatever they need to do to kill the time? (For the avoidance of doubt, there's no criticism implied if the latter is the case - they've turned up to work, it's not their fault if there's no work to do.)

 

[apinnard]

Not as much of a joke as you may think. My first Signalling Inspector, back in 1979, said that after you have carried out the emergency measures, told who you need to tell and put it all down in the Train Register, you should put the kettle on. This gives you a chance to calm down a little after a hectic period and run a mental check that you have done everything that you should and run over what you may have to do. Wise words from an experienced railwayman.

I've been sat in a tiny box (King's Dyke) when the excrement had hit the fan and after the initial emergency measures this is exactly what happened.

 

[RailwayRookie]

I've been sat in a tiny box (King's Dyke) when the excrement had hit the fan and after the initial emergency measures this is exactly what happened.

Best piece of advice I've been given as a signaller..

When there's a storm, put the kettle on. Nobody wants to deal with a power failure without a brew on the go.

 

[endofthetunnel]

On a similar note, what does a signaller do if due to industrial action there are no trains running in the area they cover?

A quieter box or workstation (that perhaps only has one TOC and no freight) would indeed have a fairly relaxed shift - but there can still be line blockages or S&T testing, people requesting using level crossings, and as you suggest, preparing paperwork for future, clearing the box - or nowadays getting online learning courses done as part of the continuous management of our competence.
The boxes that end up completely dead tend to be the ones that are used to being quiet.

Busier areas/workstations/panels will still be running the non-striking services, and freight, just tend to have a more steady shift.

 

[theageofthetra]

Good advice for smaller boxes and simpler times but try that on a grade 9 workstation with the wires down, seven stacked incoming GSM-R calls and the turret ringing continuously off the hook, and let us know how you get on.

Why do Three Bridges in particular have an allergy to using GSMR broadcasts to avoid those stacked calls? Can't remember the last time they used it unless it was to save them work, such as advising a signal couldn't step beyond 2 yellows.

 

[Llanigraham]

I've been sat in a tiny box (King's Dyke) when the excrement had hit the fan and after the initial emergency measures this is exactly what happened.

It was very similar to the advice I was given by my Signalling Inspector when I passed out for my Box.

Interesting post @endofthetunnel, thanks.

On a similar note, what does a signaller do if due to industrial action there are no trains running in the area they cover? Is there paperwork they can catch up on, or are they effectively sitting at their stations just doing whatever they need to do to kill the time? (For the avoidance of doubt, there's no criticism implied if the latter is the case - they've turned up to work, it's not their fault if there's no work to do.)

Put the kettle on (again).
Then there were Rule Book amendments to do, floors the clean, and levers and brasses to polish.
When all that was done, sit down and read a book.
In my Box we had someone who would do railway modelling, and another who used to write books.

 

[Signal_Box]

I'm playing SimSig (Kings Cross map) at the moment and recently I've been wondering, what's the general procedure for when an incident happens? So for example, if a fatality occured, let's say in the New Barnet area on the Up Fasts. What would the signaller normally do and what should they do to bring the line back to normal working?

Edit: I'm not asking for the side of things answered in the recent thread, I mean what will happen from a signaller's point of view. Just thought I'd make that clear.

Initially you’ll get a Rail Emergency Call from the incident train, basically a stop all alert which all trains will get in the area.

You’ll then speak to the incident train driver, their welfare is paramount are they injured etc, reassure them help is on the way, ask them when their ready to call the BTP fatality line who will get all the information they need.

Once you’ve established all trains that need to be stopped have stopped, generally ones who are at risk of disrupting the incident area.

You’ll then make contact with trains which can move forward to a convenient location (station) as at this point you won’t know how long the line will be blocked.

Once the initial care package has been given to the incident train driver, your focus returns to getting the other trains moving or diverted as required.

The initial 30 minutes post incident are “easy” as pretty much the job stops, it’s the hours after that are the challenging times with trains diverted, stopped short and turned back short of their destination etc, you’ll then have fall out delays due to crew displacement etc.

== Doublepost prevention - post automatically merged: 25 Jun 2024 ==

The signaller just signals trains. A train enters their area, and they signal through their area, and out again.

Yes….just this….oh and you forgot drink tea.

 

[Kipperthecat]

Put the kettle on.

This is what BR staff said … Network Rail now use “take 5 for safety”.

Once again, the clever people have reinvented the wheel !

 

[bahnause]

As a former trained signaller in Switzerland, I have to say that a lot has changed over time, even in the event of disruption. In the past, with the local manning of the stations, you had a lot to do if you were directly affected or you just had to show customers the way to the replacement buses.

Today, most of the standard-gauge network is controlled remotely by the four traffic control centres. There, the railway operation is divided into so-called "sectors", which are divided according to the traffic flows. These sectors are managed by a team. This team consists of 3-5 signallers, a sector manager and a customer information specialist. If possible, a disruption is dealt with within such a sector. This includes operational tasks, organising replacement services, coordination with the TOCs and customer information. If necessary, help from other sectors or from the back office can also be called in. However, this also increases the coordination effort within the team, so there are limits to this approach. In the event of major incidents, the head of the control room or even a crisis team may also be called in. As all of these traffic control centres are networked with each other, there is no longer any need for numerous consultations between the individual stations that were previously conducted by telephone.

Prepared checklists with alternative concepts are generally available for bus services in the event of interruptions. These lists contain contact details for the bus companies as well as journey times and routes. This is done in consultation with the bus operators. The bus stop locations in the event of a disruption are also signposted at the railway stations.

The exact functioning of such an operations centre is of course constantly being adapted.

The high degree of automation has led to major changes in the work of a signaller over the last 20 years. Many tasks are automated, the daily timetable is usually "programmed" and only deviations and disruptions have to be processed or reprogrammed manually.

 

[LBMPSB]

Good advice for smaller boxes and simpler times but try that on a grade 9 workstation with the wires down, seven stacked incoming GSM-R calls and the turret ringing continuously off the hook, and let us know how you get on.

The Grade 9 panels/workstations I have been in, someone who isn't as busy as the one dealing with an incident will usually take it upon theirselves to go put the kettle on and keep the busy Signaller(s) watered and even fed. Even has Managers come in and do the same.

== Doublepost prevention - post automatically merged: 4 Aug 2024 ==

Interesting post @endofthetunnel, thanks.

On a similar note, what does a signaller do if due to industrial action there are no trains running in the area they cover? Is there paperwork they can catch up on, or are they effectively sitting at their stations just doing whatever they need to do to kill the time? (For the avoidance of doubt, there's no criticism implied if the latter is the case - they've turned up to work, it's not their fault if there's no work to do.)

Often when Drivers were striling, additional Possessions or Line Blockages were arranged, so Signallers had those to deal with, Signallers do not just signal trains.