yet another bad day on the District Line

Unfortunately on D stock there's no way of doing more than 10mph with the tripcock cut out.

I think you might have misread this - it says:-
"The section can start and end anywhere where there are places
of safety for the start point supervisor and exit point supervisor
to stand."

i.e. the 'safe area' is about Personal Track Safety for the officials running the P-P working.

Presumably in practical terms the start of P-P working would be arranged to be by the last operable signal and therefore the space interval behind and protecting the entering train would be achieved with the normal signalling system. Presumably also at the end of P-P working, all futher signals must be obeyed. What therefore are the rules regarding the superviser at the far end of the section authorising the next train through - i.e. how long must they wait/how far must the preceeding train have left the P-P working before they can authorise the next train through?

Point to point (p-t-p) would almost always be put in between two stations cos it's far easier.

Once the train has passed through the p-t-p area, it would of course follow conventional signalling again - but given that the trip arm will probably have been operated whilst passing the p-t-p area....the three minute time delay will kick in once everything is re-set at the exit point; so in reality, trains won't actually continue at normal line speed straight away.

Much has been said about the quickest way to by-pass the signalling system during times of failure - don't forget folks, you are talking about by-passing the very system that keeps you all safe!!

In any case, p-t-p is just one of many procedures that can be implemented - it may the best option in a given situation, but then again it might not.

As for the man in the back cab with a flag idea - how would that work in bendy tunnels (amongst other places)?

putney bridge was again another broken track wire on HH track

they had 2 tracks failing E which was blown fuses and J which was bobbing and was a blockjoint

What Colin has said about Route Securing is quite correct. It is about illuminating the RS visual where a signal that reads over points has failed but the points are operating normally. An additional relay, an AWLR, is introduced into the circuitry to ensure that the points are approach locked, this relay cannot pickup, once dropped, to release the point locking until the train has negotiated and safely cleared the turnout.
Route securing is put in and taken out from the controlling signal desk but there is also a local control on the lever frame in the IMR. These controls IIRC work in such a way that route securing can be implemented either locally or remotely and there are indications on the signal desk and local panel to indicate whether route securing is in operation or not.


As far as clips and scotches go there was a programme in place to install locked trackside boxes at all points with the correct types of clips and scotches within as appropriate. The idea was to ensure that the proper equipment was always available when required because in bygone days the clips were often 'borrowed' or locked away somewhere on a station where they could not be located!

only trouble is they do not hold the big clips for low profile points and M63's

actually barking cabin lost control for most of the areas it covers bromley by bow to dagenham east as a voltage spike expired old fuses which feeds the desk and diagram

Is it really that much of a tight fit then??

hammersmith came in just as i was going home grrrrrrrrrrrr it was a very damp track what caused it and had to be boosted

I had Embankment reversers all day and both trains had a middle cab. And both of the middle M doors were a pig to get closed!

*blush* .... sorry I misunderstood.. I thought the Wimbo service, was just a 10 min C stock to Edgware Rd service.. both times when I was at HSK I was the only train in either of the bay road's. so I assumed this was the case