Wrong Direction Move

I dunno what they do on the Vic, but I can say that on 'conventional' lines the train stops are not touched during a wrong direction move.

Trip cocks at each end are cut out, then cut back in (and re-set) once the the move is completed. It remains safe because the 'wrong direction movement person in charge' travels on the train and is effectively the trip cock.

You'll probably find plenty of examples of trains needing to make a WDM, usually because they were between stations when some kind of big incident ahead meant they could not run to the next station. Each train would be moved back under the charge of "person in charge" (just as Colin said) who would ensure the track (over which the movement is to be made) is clear to do so. It would be normal, on conventional lines, to isolate the tripcocks at both ends to (A) Avoid being back-tripped on signals which would be at danger because the WDM train is occupying the section, and (B) to avoid being front tripped on any wrong-road starters/shunt signals which may be on the route to be traversed.

Trainstops are normally only pegged when some kind of organised service is to operated over a section in either the wrong direction (for the reasons stated above) or because of serious long-term (usually multiple) signals remaining at danger. Some significant paperwork is necessary to authorise the pegging of trainstops.

Thank you saeybia, my Vic line experience is a bit limited and long ago. An academic point I guess but do I remember that all Vic line codes are fed from the advance end of each signalling section? If so, then I believe it would be impossible to receive any code in the back cab - even when it's a leading cab for a WDM. That would mean that only 'Slow Manual' would be available via the vigilance trip?

it is just pop a block between the piston of the motor and the stop

But wrong-road starters, shunt signals and a couple of other odd-bits (IOW - I can't remember) are on the 'wrong' side and will trip the train. No problem if you've got all day.

Your next question should be: Why don't these things back-trips trains in normal service.

or maybe its because the Victoria line does NOT have tripcocks so would not be an issue, there would be no code so the train would have to go in slow manual until it comes back to a cross over and then it can continue in coded manual until it reaches the next station where it would be able to go back to auto with a 420 code.

Track feeds on the Vic are 'handed' - relay connections are at the entering end of the track circuit and the feed connections are at the far end. The presence of the train needing to perform the Wrong Direction Move will by its very presence drop the code feed to the TC it is sitting on. The circuitry design will only allow the most restrictive code feed into the next track circuit in the wrong direction - and that feed will be lost as soon as the train reverses into the otherwise clear TC.

I'm pretty sure that by the nature of the unidirectional feeds, the train will only at best receive 120 - unless of course the WDM starts off on a track circuit that is designed for reversible road working.

Having skim read back through the RAIB report into the High Street incident, there is no mention of the leading trip cock being cut out as having any bearing on the outcome - indeed it isn't listed in the recommendations either.

Bottom line is that the 'wrong direction movement person incharge' is responsible for ensuring the train doesn't breach the limit of the move.

Absolutely correct ! My understanding is that the rule was indeed changed for the very reason you state. However I'd substitute "does not need to be cut out" for "must not be cut out" after all if you cut it out and things go wrong ...we know where blame will be going !

Cutting out the front trip removed a level of protection that would have reduced the potential for disaster when the WDM High Street - Earl's Court went wrong.

Although not part of the rules, the briefing note states :

"The requirement for the train operator to cut out the front tripcock (having changed ends) when carrying out a WDM has been removed.

Why is it changing ?
When cutting out the front tripcock on conventional stocks you are cutting out two safety controls:
firstly the ability to be tripped
secondly, the control governor which means that the train can move because of insufficient train line air.

There is always a risk associated with cutting out safety equipment. because the train is moving in the wrong direction and the rear trip has been cut out, and the train stops are on the opposite side of the train, the train will not be tripped "

Exactly the train cannot understand a 120 and will brake. However if the train is near a cross over, the train will receive its 180 code as it does going through any cross over or siding.