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Post by Deleted on Jan 22, 2008 10:40:19 GMT
When the signaller deliberately returns a signal to danger because he needs to stop the train urgently, and the driver does not have time to stop before it. |
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Post by Tomcakes on Jan 22, 2008 10:59:06 GMT
That would be equivalent, then, to a train trundling along happily, approaching an unlit RGI, when the lights come on because the signalman has discharged the current ahead? And whilst the driver can use emergency brakes he can't help but to pass it.
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Post by c5 on Jan 22, 2008 15:14:11 GMT
That would be equivalent, then, to a train trundling along happily, approaching an unlit RGI, when the lights come on because the signalman has discharged the current ahead? And whilst the driver can use emergency brakes he can't help but to pass it. Or the Service Controller (or even station staff or train operator) discharging the current!  With an RGI if you are not going to stop in time, then you should shut off and coast fully into the next section (observing any signals). It would be reported as a SPAD, but the investigating managers would put it down to current to current going off due to an emergency, Cat C. If the Service Operator, Service Controller or Power Control staff take off the wrong section and a load of trains go through the RGIs, think of all those Cat Bs!!!!! |
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Post by Deleted on Jan 23, 2008 12:23:05 GMT
If the Service Operator, Service Controller or Power Control staff take off the wrong section and a load of trains go through the RGIs, think of all those Cat Bs!!!!! But that would NEVER happen |
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Post by railtechnician on Jan 23, 2008 12:37:12 GMT
If the Service Operator, Service Controller or Power Control staff take off the wrong section and a load of trains go through the RGIs, think of all those Cat Bs!!!!! But that would NEVER happen Yes but nevertheless when it does it is interesting to see the fallout between the service controller and the signal operator and much better than the signal operator forgetting to knock the juice off because the power controller will query the latter. |
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Post by Deleted on Jan 23, 2008 12:50:48 GMT
But that would NEVER happen Yes but nevertheless when it does it is interesting to see the fallout between the service controller and the signal operator and much better than the signal operator forgetting to knock the juice off because the power controller will query the latter. Not necessarily because if the wrong section is discharged and the last train hasn't gone through then the process of getting a special line clear from TAC in order to recharge can be lengthy. Or alternatively (as on my last lot of nights  ) you end up leaving the last SB in Euston Charing X branch platform, because there are 12 groups booked out on that section and it would take all night to get a special - whoops! |
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) you end up leaving the last SB in Euston Charing X branch platform, because there are 12 groups booked out on that section and it would take all night to get a special - whoops!
