Passing a signal at danger

Question 1

What are the occasions that a Signaller can authorise a signal to be passed at danger? (17) S5-1.1

Answer 1

• The signal is defective or disconnected.
• ERTMS equipment is defective or disconnected and is preventing an MA from being issued.
• The signal cannot be cleared, or an MA cannot be sent because signalling or level crossing equipment has failed.
• The signal is to be passed at danger or an EoA passed without an MA for shunting purposes.
• The signal can’t be cleared because a train or movement which has reversed is required to start from beyond that signal.
• An electric train is to pass the signal or EoA protecting an isolated section and proceed towards the limiting point.
• A train has been accepted using restricted acceptance because the line is clear only to the home signal of the next signal box and the section signal cannot be cleared.
• In an emergency, and then only when authorised by the signal box supervisor or Operations Control, on a TCB line or ERTMS line a signal or EoA is to be passed, so that a train carrying passengers can enter an occupied section to use a station platform.
• An engineering train is to:
Move towards a possession or leave a line under possession at an intermediate point.
• A train is to pass the signal or EoA protecting engineering work under the requirements of module TS1 GSR, regulation 13.2 to gain access to: A station where the train is required to start back. A line under SLW. A siding.
• The line is to be examined to check that it is clear.
• A train is to proceed at caution through an AB section from Signal Box in rear when a failed train has been removed.
• A train is to enter the section after:
A train or vehicle that has proceeded without authority has been removed, or
The front portion of a divided train has passed through the section.
• A train is to enter the section to:
Remove a portion of a divided train.
Evacuate passengers from a failed train.
Assist a failed train.
Remove a train or vehicles that have proceeded without authority.
• Single line working applies.
• Working by Pilot or modified working applies.
• An engineering train is to move towards a protection zone (PZ).

Question 2

Who can give a Driver authority to pass a signal at danger? (4) S5-1.2

Answer 2

Signaller.
The shunter acting on the signaller’s instructions when making a shunting movement.
The Pilot or handsignaller acting on the signaller’s instructions.
Another competent person where authorised in the rules.

Question 3

Before authorising a signal to be passed at danger, what must you do to make sure the line is safe? (4) S5-2.1

Answer 3

• The portion of line concerned is clear and safe for the movement as required by the train signalling regulations.
• The barriers or gates at any controlled level crossings are closed to road traffic.
• All points are in the required position and are locked by facing point locks, where provided.
• Any ground frame release giving access to the route is normal unless it is to be operated for the movement.

Question 4

What must you check is correct, with regards to any indications for points? (1) S5-2.3

Answer 4

You must check that you have the correct normal or reverse indications, where provided.

Question 5

If mechanical point detection is provided, you must arrange for the points to be secured if a movement is to be made over them in the facing direction; on what occasion do you not need to do this? (1) S5-2.3

Answer 5

You do not need to do this where there is an FPL and you have checked that it is properly engaged.

Question 6

If you can, when must you operate the signal lever concerned when passing a signal at danger? (3) S5-2.3

Answer 6

If the signal is defective.

If the signal is disconnected.

If the signal cannot be cleared because signalling equipment has failed.

Question 7

What must you do with all other levers if you cannot operate the lever of the signal that is to be passed at danger, or the signal is to be passed at danger for any other reason? (2) S5-2.3

Answer 7

Reverse all levers that usually release the signal lever concerned.

Normalise all levers that usually lock the signal lever concerned.

Question 8

What must you make sure you do if the interlocking is out of order, to prevent conflicting movements? (4) S5-2.4

Answer 8

The facing points on any other line are set to avoid conflicting movements normally prevented by the interlocking.
The signals for these conflicting movements are at danger.
Routes for any conflicting movements are closed.

Question 9

What must you tell the Driver and what must you instruct the Driver before authorising a signal to be passed at danger? (4) S5-3.1

Answer 9

Why the signal needs to be passed at danger or the EoA passed without an MA.
How far the movement can proceed.
Infrastructure: SPAD indicators – controlled level crossings – automatic level crossings that won’t operate normally – barrow or foot crossings with white-light indications that won’t operate normally.
Proceed at caution (unless SLW or block instrument failure: max speed 50mph).

Question 10

What must you do if you require the train to proceed only as far as a specified ground position-light signal before reaching the next main aspect stop signal? (1) S5-3.1

Answer 10

You must tell the Driver if the train is only authorised to proceed as far as a specified ground position-light signal before reaching the next main aspect stop signal ahead.

Question 11

What must you tell the Driver about the next main aspect stop signal, with regards to how to drive their train? (1) S5-3.1

Answer 11

You must tell the Driver whether it is necessary to proceed at a reduced speed (as shown in S5-4.2) until the aspect of the next main aspect stop signal ahead has been seen, or to continue at a reduced speed until reaching that signal.

Question 12

What are the occasions that you don’t instruct a driver to proceed at caution and what is the maximum speed to instruct the Driver to travel at for these occasions? (3) S5-3.1 and 4.2

Answer 12

50mph.
Failure of a block instrument.
SLW (and working by Pilot, ESW, TBW or passing two main aspect stop signals at danger).

Question 13

On the occasions that you don’t instruct the Driver to proceed at caution, there are actually two reasons to instruct the Driver to proceed at caution in certain situations; what are the occasions to instruct a Driver to proceed at caution instead of a specific speed? (2) S5-3.1

Answer 13

If a train is entering the section to assist a failed train or a train is entering the section to examine the line during a failure of a block instrument or SLW (and working by Pilot or TBW).

Question 14

Before authorising a Driver to pass a signal at danger, what instructions must be given if the move will pass over any controlled level crossings, automatic level crossings that will not operate normally for the movement, or barrow or foot crossings with white-light indications that will not operate normally for the movement? (2) S5-3.1 and S5-4.3

Answer 14

You must instruct the Driver to approach at caution and check it is safe before passing over.

Question 15

If instructions are being given to a Driver through a Pilot or handsignaller, what must you make sure they clearly understand? (2) S5-3.2

Answer 15

They must clearly understand what the Driver must be told and to work only to your instructions.

Question 16

If a handsignaller has been appointed, what must you do if instructions have already been given to the Driver? (1) S5-3.2

Answer 16

You must tell the handsignaller if the instructions have already been given to the Driver.

Question 17

What instructions do you give to a Driver with regards to TPWS when authorising a signal to be passed at danger? (1) S5-3.4

Answer 17

Nothing; these are Drivers instructions and they will operate their TPWS temporary isolation switch or train-stop override button accordingly.

Question 18

After being authorised to pass a signal at danger, what must a Driver do when they see that the next stop signal ahead is displaying a proceed aspect, and what is the exception? (2) S5-4.4

Answer 18

The Driver can travel at any speed appropriate to the aspect of that signal…unless the Signaller has told you that you need to travel at a reduced speed over the portion of line up to that signal.

Question 19

When any points have been secured to protect a movement, when can you allow these points to be released? (1) S5-4.5

Answer 19

Until you are sure that the movement has passed clear of any points in the route involved, or the track circuit controlling these points, you must not allow any points that have been secured to be released.

Question 20

What does the phrase “I authorise you to pass HJ* signal at danger and obey all other signals” mean to a Driver? (1) S5-4.6

Answer 20

This allows the Driver to proceed as far as the next main aspect stop signal ahead, ignoring the aspect displayed by any ground position light signals that are in the route.

Question 21

What must a Driver do, when authorised to pass a signal at danger and proceed as far as a specified ground position-light signal? (2) S5-4.6

Answer 21

The Driver must only proceed as far as that signal and stop at it, whatever aspect is displayed.

Question 22

When may a Driver pass a signal at danger on their own authority and what are their actions after doing so? (2) S5-8.1 and S5-8.5

Answer 22

A Driver may pass a controlled signal at danger on their own authority if they have confirmed that the controlling Signal Box is closed, and when they reach the next Signal Box, they must contact the Signaller at the first opportunity.
If a Driver cannot contact the Signaller by any means, they may pass an IBH on their own authority, and they must stop at the next stop signal, regardless of aspect and contact the Signaller.
A Driver may pass a controlled signal at danger on their own authority if they have confirmed that the controlling Signal Box is closed, and when they reach the next Signal Box they must contact the Signaller at the first opportunity.