SPADs/PSAD

Question 1

Who can authorise a signal to be passed at danger?

Answer 1

• Signaller.
• Hand signaller(s).
• P.I.L.O.T.
• P.I.C.O.P.
• Crossing keeper (non-block).
• Engineering supervisor (E.S.).

Question 2

The failure of what equipment may result in the need to pass a signal at danger with authority?

Answer 2

1. Signals.
2. ERTMS equipment (preventing a movement authority being issued).
3. Signalling (e.g. block instruments & commutators) and level crossing equipment.

Question 3

Explain why a train may be authorised to PSAD for shunting purposes?

Answer 3

The signal section may be occupied, however permission may be given to PSAD just for shunting purposes. Once the train occupying the section is clear of the overlap/clearing point of that signal, the risk of a collision is reduced.

Question 4

What movements may cause a train to have to pass a signal at danger with authority?

Answer 4

1. Shunting purposes.
2. Starting ahead of the signal.
3. Electric train protecting isolated section and proceed towards limiting point.
4. Restricted acceptance.
5. Emergency permissive working.

Question 5

Explain why a train may be authorised to PSAD when starting ahead of a signal?

Answer 5

This tends to happen when there are multiple trains on the same platform, which isn’t long enough to accommodate them all. The train may be positioned on the wrong side of the signal or the insulated block joint may be occupied by the train, meaning the signal associated with it can’t be cleared.

Question 6

What should you do when starting ahead of the signal?

Answer 6

1. Press 2-2 on the bell buzzer to prevent the guard from opening the doors.
2. Call the signaller to ask if the signal can be cleared.
3. If the signal can’t be cleared, ask if you can move the train to enable clearance of the signal.
4. If there is not enough room to move the train to clear the signal, ask for authority to pass the signal at danger.

Question 7

Explain why an electric train may be authorised to pass a signal at danger that is protecting an isolated section and proceed towards the limiting point?

Answer 7

When a section of OLE is isolated, the line must be protected by detonators; due to this, the signal protecting the line must be maintained at danger. You may be allowed to pass this signal if you need access towards a limiting point, e.g. a crossover, station or siding.

Question 8

Explain what restricted acceptance means.

Answer 8

Restricted acceptance is used in absolute block signalling areas to authorise a train to proceed past a section signal at danger and up to the first home signal of the signal box in advance, when another train is in the clearing point of the first home signal in advance.

Question 9

Explain what emergency permissive working means.

Answer 9

Emergency permissive working is when a signal on a TCB line can be passed at danger so that a passenger train can enter an occupied section and use the platform to allow passengers to depart.

Question 10

Who can authorise emergency permissive working?

Answer 10

The signal box supervisor or Operations Control.

Question 11

Explain why a train may need to PSAD to gain access?

Answer 11

The last signal before an engineering work site will be held at danger to provide protection, however your train may need to gain access to a station, single line working or a siding that is close to but not in the possession.

Question 12

Why would an engineering train have to PSAD?

Answer 12

A possession is protected by signals, detonators and possession limit boards at each end and trains may need to access or leave from either end or at an intermediate point.

Question 13

What requirements must be fulfilled in order for temporary block working to be carried out?

Answer 13

• Used when passing 2+ consecutive signals at danger.
• TCB lines only.
• Unidirectional double or multi track lines only.

Question 14

What is the first thing you must do when you arrive at the end of a temporary block working or emergency special working section?

Answer 14

Reinstate the TPWS by turning the temporary isolation switch back to the ‘normal’ position (remember to make an entry into the repair book as it would have to be resealed).

Question 15

What form do you have to complete to gain authority to proceed when temporary block working is in place?

Answer 15

RT3184.

Question 16

What form do you have to complete to gain authority to proceed when emergency special working is in place?

Answer 16

NR3190.

Question 17

Explain how temporary block working works?

Answer 17

1. Entrance signal is kept at danger and protected by a detonator.
2. Hand signaller displays a red flag to stop your train at entrance signal.
3. Hand signaller communicates with signaller to ensure the TBW is clear and completes RT3184.
4. Hand signaller gives RT3184 to driver, lifts detonators and displays yellow flag for train to proceed at caution.
5. Driver informs the guard and operates the temporary TPWS isolation switch.
6. Driver proceeds through TBW section, stopping at exit signal where a 2nd hand signaller displays a red flag to stop the train.
7. Driver writes ‘cancelled’ across the RT3184 and hands it to the 2nd hand signaller.
8. Hand signaller gains authority from the signaller to allow the train to exit the TBW section, lifts detonators and exit signal clears to allow train to leave.

Question 18

How does the signaller know if it is safe for a train to enter a temporary block working section?

Answer 18

The last hand signaller will watch the train leave the temporary block working section, checking that it is complete with tail lamps. They will inform the signaller once they have seen this, so hand signaller 1 can then permit another train through the temporary block working section.

Question 19

What should you do if there is no hand signaller at the exit of a temporary block working section?

Answer 19

Do not pass the exit signal. Contact the signaller and await their instructions. Temporary block working will be suspended.

Question 20

What is the risk if a train fails within a temporary block working section?

Answer 20

The train won’t be protected by the signals in rear reverting to red, so it could be rear-ended if there is a miscommunication between a driver, hand signaller or signaller, and a train proceeds through the TBW section whilst it is occupied by the failed train.

Question 21

How many trains can be given a ticket (RT3184) at one time within temporary block working?

Answer 21

One. If the train fails within the temporary block working section, the assisting train will NOT be issued with a ticket.

Question 22

Why must the driver inform the guard that they will be entering a temporary block working section?

Answer 22

The train may stop at a station within the temporary block working section so the guard may need to dispatch the train despite the station signal being at danger.

Question 23

How should an assisting train, or a train examining the line, proceed through a temporary block working section?

Answer 23

At caution (being able to stop within the portion of line that they can see to be clear).

Question 24

When can a train enter a temporary block working section without a ticket?

Answer 24

• 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.

Question 25

What is the maximum speed you can travel at through a temporary block working section?

Answer 25

50mph (or permissible line speed if lower than 50mph). Do not exceed 15mph over any points, switch diamonds or swing-nose crossings unless instructed on the ticket (normally first train only).

Question 26

What safety precautions could you take when proceeding through a temporary block working or emergency special working section?

Answer 26

Keep the TPWS temporary isolation switch seal on your desk to remind yourself to reinstate it once exiting the TBW/ESW section. Use the RT3184/NR3190 to mark off the signals you've passed and which you should treat as a single/double yellow.

Question 27

What is a read-across risk?

Answer 27

When there are multiple lines next to one another and you accidentally obey another line's signal believing it is your own. This is a SPAD risk as your signal may be at danger whilst the signal you believe to be yours may be displaying a proceed aspect.

Question 28

What is a read-through risk?

Answer 28

When a signal in the distance may be showing a brightly lit proceed aspect, but there are closer, dimmer signals that you don't realise are there showing a danger aspect.

Question 29

What requirements must be fulfilled in order for emergency special working to be carried out?

Answer 29

• Used when passing 2+ consecutive signals at danger. • TCB lines only. • Unidirectional double or multi track lines only. • Exit signal must be at an easily identifiable location. • There will be an emergency special working sign located at the exit signal.

Question 30

What will happen if you reach an emergency special working section and aren't carrying an NR3190?

Answer 30

You will have to stop at each and every signal to call the signaller and ask for authority to proceed to the next signal.

Question 31

Explain how emergency block working works?

Question 32

What should you do after having a SPAD?

Answer 32

1. Stop immediately. 2. Contact the signaller. 3. Answer the signaller's questions about the incident. 4. Do not move the train unless authorised to do so. 5. Contact control.

Question 33

What does this sign mean?

Answer 33

End of emergency special working section. This sign will be located at the exit signal of an ESW section.

Question 34

What is a SASSPAD?

Answer 34

This is a type of SPAD known as starting against signal. This occurs when the train proceeds from a stand towards a signal and passes it at danger. For example, if the guard has forgotten to check the signal is clear and gives the driver 2 on the bell buzzer, who then accepts this and proceeds without checking the signal is clear.

Question 35

What is a SOYSPAD?

Answer 35

This is a type of SPAD known as starting on yellow. This occurs when the driver's last signal was yellow, they pull into a platform without a starting signal, forgetting that the next signal will be red, and take power.

Question 36

On which type of line can you pass a signal at danger on your own authority?

Answer 36

Absolute block signalled lines only.

Question 37

On what occasion would you have to pass a signal at danger on your own authority?

Answer 37

On an absolute block signalled line, when the signaller has left their signal box without switching out and clearing their signals.

Question 38

What is the procedure for passing a signal at danger on your own authority?

Answer 38

1. Attempt to contact the signaller via GSMR, signal post telephone, mobile phone, another SPT or lineside phone. If you can't get in touch, walk to the signal box and confirm it is closed. If the signal box is too far to walk, confirm its closure by contacting Network Rail Control or the signal box in rear/in advance. 2. Make sure the points have been set correctly (if not, you can't perform the movement). 3. Operate the TPWS train stop override button. 4. Proceed at caution, stopping at the next signal to check the points again and operate the TSO. 5. Upon reaching the next signal box, stop at the first home signal (if still in ABS area) and contact the signaller there at the first opportunity.

Question 39

What is the maximum speed you can travel at when passing a signal at danger on your own authority?

Answer 39

Proceed at caution even if the line appears to be clear. You mustn't pass over any points at more than 15mph or exceed 10mph through any tunnel. You must only pass over automatic level crossings if you're sure it is safe.

Question 40

What are the requirements for passing two consecutive main aspect stop signals at danger?

Answer 40

• TCB unidirectional double or multi track lines only. • The signals are unable to display a proceed aspect due to the same fault, or the first signal is held at danger and the second signal is unlit. • There cannot be a main aspect distant signal between the affected signals. • There cannot be TPWS at the second signal. • The third signal must be displaying a proceed aspect. • The line must have been examined up to and including the overlap of the third signal.

Question 41

What is the maximum speed you can travel at when passing two consecutive main aspect stop signals at danger?

Answer 41

50mph, other than locations where you are told to proceed at caution, until you can see the third signal, in which case you can proceed at a speed appropriate for the aspect it displays.

Question 42

What information will the signaller tell you before authorising you to pass two consecutive main aspect signals at danger?

Answer 42

• What is happening. • That it's necessary to pass two consecutive main aspect signals at danger or the first at danger and the second unlit. • The identity of the signals involved. • To obey the aspect of all subsequent signals. • To proceed as indicated by that signal. • To travel at no more than 50mph. • To proceed at caution when necessary. You MUST repeat these back to the signaller so they know you have understood them.

Question 43

What are your actions once you have been given authority to pass two consecutive main aspect signals at danger?

Answer 43

1. Reset the DRA. 2. Operate the TSO button if the first signal to be passed at danger is equipped with TPWS. 3. Pass each of the signals at danger, not exceeding 50mph (or proceeding at caution if told to do so). Ignore aspects of ground-position lights unless the signaller has instructed otherwise. 4. When you see the next main aspect stop signals involved beyond the second signal you were authorised to pass, proceed at a speed appropriate for the aspect it displays. 5. Obey the aspects of all subsequent signals.

Question 44

When would a train have to PSAD to clear the line?

Answer 44

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.

Question 45

Why would a train have to PSAD if a train fails in an absolute block section?

Answer 45

If the failed train is coupled to an assisting train, the signaller in rear would have permitted two trains to enter the absolute block section but the signaller in advance would only see one leave. The next train would then be authorised to pass the section signal in rear at danger to examine the line and report its integrity to the signaller in advance.

Question 46

What are the reasons why you would have to PSAD with authority?

Answer 46

1. Defective/disconnected signal. 2. Defective/disconnected ERTMS. 3. Signalling/level crossing equipment failure. 4. Shunting purposes. 5. Restricted acceptance. 6. Emergency permissive working. 7. Starting ahead of the signal. 8. Electric train proceeding past limiting point due to OLE isolation. 9. Engineering train moves towards a possession or leaves a line under possession at an intermediate point. 10. Engineering train moves towards a protection zone. 11. Train needs access to a station, sidings or SLW. 12. Examining the line. 13. Entering an ABS after a failed train has been removed. 14. Entering a section after a SPAD/no tail lamps. 15. Clearing the line (REAR). 16. Single line working applies. 17. PILOT/modified working applies.

Question 47

Why would a train be authorised to PSAD after another train or vehicle that has proceeded without authority has been removed or if the front portion of a divided train has passed through a section?

Answer 47

If a train has been removed after a SPAD, it may have caused damage or debris, so you may be authorised to PSAD to examine the line. If the front portion of a divided train has passed through an ABS, it will not have any tail lamps so you may be asked to PSAD to examine the line to check if there is a vehicle occupying it, as the driver may have just forgotten to turn the tail lamps on.

Question 48

What should you do before and during passing a signal at danger?

Answer 48

1. Reset the DRA. 2. Operate TPWS if necessary. 3. Inform the guard if necessary. 4. Carry out instructions given after coming to a clear understanding. 5. Proceed at caution. 6. Do not cross over any controlled level crossings until safe to do so. 7. Check it is safe before passing over any automatic crossings. 8. Do not exceed 15mph over points, switch diamonds or swing nose crossings. 9. Ignore ground position lights (unless signaller has authorised you to proceed up to it, in which case you stop regardless of aspect displayed). 10. Unless signaller has told you to travel at reduced speed throughout entire signal section, when you can see next stop signal showing a proceed aspect, you can travel at a speed appropriate to that signal.