yet another bad day on the District Line

FWIW, the whiteboard at DAH was telling of multiple signal failures between BAR and UPM and that the service was suspended in both directions (as at 09:45). I'd left home a little later than normal to avoid the backlog from the eariler problems at West Ken. Oh well.

There really is no way to evolve a quicker procedure for passing failed signals without compromising safety. Running into the train in front is only part of the issue - there is also a derailment risk.

Ah well I tried. Guess I'll have to start blaming BJ instead of KL !

The website is the Railways Archive - www.railwaysarchive.co.uk/

The report into the accident at Stratford in 1953 where 12 passengers were killed after one Central Line train ran into the back of the one in front after applying the stop and proceed rule, is at www.railwaysarchive.co.uk/docSummary.php?docID=293

I recall that there has been a thread about other similar accidents at the same location before. I'm sure that someone better skilled in the art of locating past threads than me will link to it when they read this.

I heard rumour today of an "incident" at Victoria - best not post the details on a public forum. The rumour mill was pretty quiet on this one though so only know what was supposed to have happened but not who the driver was, whether they followed the correct procedure or what happened to them afterwards.

Personally, I got half my duty cancelled due to all of the above so you won't hear a bad word said about it here!

i was invovled in all 3 failures it all started at 04:40 with a track failure between gloucester road and earls court on the westbound sorted that by 05:19 never got on the track till 05:05 because of protection arrangements then once done that got told of another track failure between gunnersbury and turnham green on the eastbound typical it had to be our first track circuit not network rails grrrrrrrr both of these failures were actually identical with a broken track connection to the rail (i wonder if any p-way in area ummmm) then got back to earls court finally at 06:30 just about to go home then we get reports of SPADS on WB34 starter at west ken westbound this was caused by the trainstop head not going down properly due to lack of air caused by a loose air connection but again due to protection requirements didnt get on the track till 07:33 in fact all the 3 failures at the west end of the district were actually quite simple but due to the operating department wanting to run trains (god knows why ) there was abit of delay to them being fixed

the trainstop at WB34 was changed last night as it was past its best and yes it was planned to be changed that night not because of the failure what happened during the day

Indeed in twelve years in the signalling grades I have only ever seen it implemented once in response to a signal failure and that failure remains the largest I have ever been involved with.

To put it very simply - one train in a given section, say between signal A794 and A804. The plus point is that the signals between can be ignored (if points are involved they must be secured though) and the tripcock can be cut out.

It requires forms, 2 supervisors/operating officials, handsignalmen and a direct communication (be it radio) between the start point supervisor and exit point supervisor.

The time, train number and leading car number of each train are noted on entering the section, then checked leaving the section.

I'm sure that someone will be along to fill in the big gaps!

Nope! Never!

Errm. - at least I think that's a yes!
Just had a quick look at the "rule" book and it does not explicitl say that.

The official introduction to the procedure is:
Point to point working allows a train service to operate through
an area where the signalling is defective or there is temporarily
no signalling.
Trains are authorised under strictly controlled conditions to
proceed from the start point to the exit point, ignoring all signals
in between, and with the tripcock and associated equipment
(where fi tted) cut out.
The principle of point to point working is that there must only be
one train in the affected section at any time. Train movements
are controlled by a start point supervisor at the start of the
section, and an exit point supervisor at the end of the section.
The exit point supervisor is responsible for authorising a train to
enter the section, once the previous train has left the exit point.
A secure communication link must be available between the
start point and exit point supervisors.
The section can start and end anywhere where there are places
of safety for the start point supervisor and exit point supervisor
to stand.
A service manger will authorise the introduction of
point to point working.

It cannot be used on the following parts of the railway:
• between Finchley Central and Mill Hill East
• between Kensington (Olympia) and Earl’s Court
• between Surrey Quays and New Cross
• between Surrey Quays and New Cross Gate
• between Chalfont & Latimer and Chesham
• on the District Line between Putney Bridge and Wimbledon
• on Network Rail infrastructure.


Equipment needed:
• point to point working forms
• a train register for point to point working
• a handlamp (or a red fl ag, a green fl ag and yellow fl ag)
• scotches and clips (if required).

Thanks Chris!

I was having a quick look through!

Don't spose you have found anything about taking a release have you? ;D ;D

Indeed.

There were points involved that needed to be secured.

The Service Controller must instruct the Service Operator (or Service Controller on some lines or sections of lines) as to what points are to be secured.

The Service Operator must then arrange for the Station Supervisor at Putney Bridge (or an Operating Official if they are about) to secure the points via Scotch & Clip.

The person going on the track must arrange their own protection as there is no guarantee that the signal will remain at danger.

Then when the Supervisor confirms that the route has been secured, the train can be authorised past the signal by the Service Operator using either the Signal Post Telephone or by the Station Supervisor under the Service Operator's authority.

So the whole thing takes 15-20 mins to get going!

I believe only certain people are allowed to use the scotch and clips.

Points clips are not carried on trains................(certainly not on NR). They have to be brought to site.