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| TCF in Absolute Block Areas 20/03/2016 at 17:41 #81276 | |
Gwasanaethau
509 posts |
Hi all! I am working my way through the Project X timetable on North Wales Coast and am having a ball with it. However, I have just suffered a track circuit failure (TCF) at Mostyn that is holding the section between Holywell Junction and Mostyn at train on line. I now have a train waiting at HJ4, and trains are starting to back up behind it. What would be the usual procedure here? Would trains be hand-signalled out of the block or would they have to be held until the TCF is fixed? Thanks! Gwasanaethau (Mark) 
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| TCF in Absolute Block Areas 20/03/2016 at 18:24 #81280 | |
headshot119
4869 posts |
That track circuit failure isn't in the block, it's within the clearing point. However the correct way around it would be after you've seen the virtual tail lamp pass you, you could advise the signalman in rear that the section is clear, and he would authorise 2C63 to pass his section signal at danger. "Passengers for New Lane, should be seated in the rear coach of the train " - Opinions are my own and not those of my employer Log in to reply The following user said thank you: Gwasanaethau |
| TCF in Absolute Block Areas 20/03/2016 at 19:03 #81282 | |
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Gwasanaethau
509 posts |
I had a feeling that was the case but thought I’d better refer to the experts. Thanks a mill! B)
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| TCF in Absolute Block Areas 21/03/2016 at 04:27 #81284 | |
Mattyq
259 posts |
Oh look at that! Who said a 377 and a 150 can't work together? :silly: :whistle:
Not fat ..... fluffy!! (G Iglesias) Log in to reply The following users said thank you: headshot119, Gwasanaethau |
| TCF in Absolute Block Areas 21/03/2016 at 10:12 #81286 | |
kbarber
1712 posts |
" said:That track circuit failure isn't in the block, it's within the clearing point.Reg 25(a)(iii) in my day. (Funny how certain things stick so completely; 25(a)(iv) was time interval working, still legitimate until the late 1980s if there was a complete failure of communication!) In real life, you would continue to signal trains by block bell if the bells remained usable, as they certainly would in this case. The signalman in rear would advise the driver of the failure and that he was being cautioned through the section, then instruct him to pull forward so he could advise the guard. (Being the person in charge of the train, it was considered the guard had to know what was going on.) I think I recall that where there was communication between driver and guard (the Loudaphone fitted to certain DMUs and EMUs), the driver could give the advice. The train would then proceed on the authority of a green handsignal (I believe it was changed to yellow in the mid-80s). A rather potent source of delay all in all. Log in to reply The following user said thank you: Gwasanaethau |