Passing a signal at danger S5 AB Flashcards
What are the occasions that a Signaller can authorise a signal to be passed at danger? (16) S5-1.1
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 cannot be cleared because a train or movement which has reversed is then 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 single line working. A siding.
The line is to be examined to check that it is clear.
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 Pilotman or modified working applies.
Who can give a Driver authority to pass a signal at danger? (4) S5-1.2
Signaller. The shunter acting on the signaller’s instructions when making a shunting movement. The Pilotman or handsignaller acting on the signaller’s instructions. Another competent person where authorised in the rules.
Before authorising a signal to be passed at danger, what must you do to make sure the line is safe? (4) S5-2.1
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.
What must you check is correct, with regards to any indications for points? (1) S5-2.3
You must check that you have the correct normal or reverse indications, where provided.
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
You do not need to do this where there is a FPL and you have checked that it is properly engaged.
If you can, when must you operate the signal lever concerned when passing a signal at danger? (3) S5-2.3
If the signal is defective.
If the signal is disconnected.
If the signal cannot be cleared because signalling equipment has failed.
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
Reverse all levers that usually release the signal lever concerned.
Normalise all levers that usually lock the signal lever concerned.
What must you make sure you do if the interlocking is out of order, to prevent conflicting movements? 4) S5-2.4
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.
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
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).
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
50mph.
Failure of a block instrument.
SLW (and working by Pilotman or TBW).
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
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 Pilotman or TBW).
If instructions are being given to a Driver through a pilotman or handsignaller, what must you make sure they clearly understand? (2) S5-3.2
They must clearly understand what the Driver must be told and to work only to your instructions.
If a handsignaller has been appointed, what must you do if instructions have already been given to the Driver? (1) S5-3.2
You must tell the handsignaller if the instructions have already been given to the Driver.
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
Nothing; these are drivers instructions and they will operate their TPWS temporary isolation switch or train-stop override button accordingly.
When any points have been secured to protect a movement, when can you allow these points to be released? (1) S5-4.5
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.
