Collision at Bromley 1955 - modern day procedures?

I very much doubt anyone would have the balls to use a handbrake only nowadays. It is also not a good idea with a 200 ton train to rely on something that might not work!
What happened at Bromley is testamant to that!

As to how it would be done nowadays. An assisting train would be sent. This can then be coupled up and then used to move the other train. Through braking might not be possible.

I'll leave it to the Train Ops to fully explain all this gubbins as its not my forte!

In July/August 2005, stalled trains were moved using battery locos. These stalled trains had been there for "some time".

Braking would always be possible! This is one of the requirements of an assisting train procedure. The driver of the "broken" train must have an emergency brake to apply in the front cab of the train. I can only think of 1 example on the D stocks where this isn't the case, and you could try the assisting train procedure, but you'd have to be very confident in the assisting driver for this to work.

Basically though in this situation, a second train from behind would detrain, and pull up behind the "broken" train, then after some gubbins, it would couple up (only electronically, so as not to lose the air it has!). Then using the cab to cab or connect radios, the t/op at the front tell the t/op in the assisting train, when to power/brake so as to safely guide the train in to the station.

Stalled trains are now one of lu's top priority's particularly in the summer months.

In this situation local staff at bromley would have been asked to open section switches to enable current to be recharged. Doing this leaves the incident site at east ham with no current - effectively shortening the traction current section.

If however this isn't possible, procedures would have been put in place to enable a cross transfer of passengers to a westbound train or detrain passengers via the track.

No train move's on lu without traction current during traffic hours.

Battery loco's aren't really a feasible option when the service is disrupted as other trains would be in the way!

Although I'm not sure, I wonder if the traction current arrangements were very different at the time of this incident.

If you refer to the diagram at the end of the accident report, you will see that the District line and what was then the LTSR (now C2C of course) were still connected, and this was before the major remodelling of the District line in the late 1950's; I am not sure - I hope Tubeprune will happen across this thread as I am sure he will be able to add value.

On a more general point, the braking (and particularly in this type of circumstance) of trains is now quite different.

There are no longer the hand brake systems on current stocks, so they do not rely on being manually applied; indeed the 'holding brakes' will automatically apply as air pressure reduces; this system is the 'Spring Applied Parking Brake' (SAPB).

I can assure you from personal experience that this system works; I have had a heavily loaded, stalled train on a significant gradient where traction current has been discharged and where air has bled off. The train did not move; and furthermore could not be moved until after current had been recharged and air pressure restored. Only when the normal braking system has become enabled will the SAPB's release.

I speculate that this incident may also have been relevant of the SAPB system on later stocks (that is entirely speculation on my part).

EDIT: Reading the report seems to confirm my speculation about the supply of Traction Current; an extract from the report reads:
"The electric lines to Upminster are under the control of the Eastern Region from Campbell
Road Junction onwards, though they are used mainly by District Line and Metropolitan Line trains.
Maintenance of the track and signalling is an Eastern Region responsibility, and the signalmen and other
operating stalf also belong to the Eastern Region; the motormen and guards, however, belong to the
London Transport Executive which is also responsible for the power supply.

Tralfic is regulated from the Eastern Region control room at Fenchurch Street Station where
there are three sections, for the main line from Fenchurch Street to Shoeburyness, for the line from
Harringay Park to Pitsea via Barking and Tilbury, and for the "electric" line to Upminster. The Deputy
Chief Controller who is in charge of the room is also directly responsible for the main line, and there is
a controller for each of the other two sections. In normal circumstances the tralfic over the "electric"
section is separate from that of the other two sections, and the "electric" controller works more or less
independently of the Deputy Chief Controller. There is .a direct telephone line to the Electric Traction
control room at Heathway sub-station and another to the London Transport District Railway Control at
Leicester Square, and a series of telephone circuits between the controllers and their areas of responsibility.
It had been recognised for some time that these circuits were inadequate, particularly for the control on
the "electric" line, and a new installation had been authorised."

As well as the connections between BR and LT shown in the report, there was a connection from the Romford - Upminster line on the London side of Upminster.

There was also a connection into the May and Baker chemical works, just to the east of Dagenham East. This became a diamond crossing over the LT lines after the tracks were separated elsewhere.

The LT cable runs were bridged over the eastward-facing exit from the sidings, and this feature was still present quite recently (and may still be so). It is visible on Windows Live Local and Google Earth.