Passing a Signal at Danger

Who may authorise drivers to pass signals at danger?

Signaller ( own signals)
Handsignaller with signaller's authority
Pilot with signaller's authority
Shunters with signaller's authority
Another competent person where permitted.

When can a signal be passed at danger?
( 17  but only 13 relevant to TCB)

*The signal is defective or disconnected.
* The signal cannot be cleared because signalling or level crossing equipment has failed.
* For shunting purposes, a main aspect or stop signal is to be passed at danger when there is no associated position-light.
* The signal cannot be cleared because a train or movement which has reversed is then required to start from beyond the signal.
* An electric train is to pass the signal or EoA protecting an isolated section and proceed towards the limiting point.
* Emergency permissive working.
* An engineering train is to: move towards  possession, or leave a line under possession at an intermediate point.
* A train is to pass the signal or EoA protecting engineering work to gain access to: 3's A Station platform, A Siding, A line under Single line working.
* Examine the line.
* A train is to enter a section to- REAR
Remove a portion of a divided train.
Evacuate passengers from failed trains.
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 protective zone.

Before authorising a train to pass a signal at danger, you must make sure:

The line is clear and safe as per the rules.
At level crossings- Controlled barriers are down/ gates closed (Place in manual raise)
All points are in the correct position and locked by facing points.
Ground frame release in normal unless needed for the movement.

Setting the route:

Operating point controls to place points in the correct position for a train to pass safely. Use the route cards, check normal and reverse indications are correct and ask a competent person to check.

Calling the route:

Pressing the entry and exit buttons or equivalent on VDU so that the route lights appear. We will sometimes do this when PSAD even though the signal does not clear.

When shouldn't the route be called?

If there is a track circuit failure in the route conerned (as it might lock the route/ make the signal flicker)

If you need to keep the entrance signal at danger unless the signalling technician has disconnected the signal. Eg for possessions.

What must you do if it is not possible to call the route?

Stop trains on opposite or adjacent lines that could be fouled if the route is set incorrectly.

A train is going to pass a signal at danger. There is a CCTV crossing within the route. What should the signaller do and check about the crossing within the route?

Check the crossing is clear, barriers are down and set to manual raise.

If automatic e.g AHB crossing then signaller doesnt have to do anything.

A train is going to pass a signal at danger. There is a CCTV crossing within the route. What instructions should the signaller give the driver about the crossing before authorising them to pass the signal at danger?

Approach at caution and check it is safe before passing over.

When authorising a driver to pass a signal at danger, what do you have to include in the instructions?

The reason the signal needs to be passed at danger.

How far the movement may proceed.

To proceed at caution (with exceptions)

Instructions concerning level crossings.

To pass any SPAD indicator which is illuminated by the movement.

Whether it is necessary to proceed at a reduced speed.

If the train is only authorised to proceed as far as a specified ground position light

Conditions to pass two signals at danger on one authority.

The signals are not on a single line.

It has been confirmed that because of the same fault: neither signal cannot display a proceed aspect, or the first signal is held at danger and the second signal is not displaying any aspect.

There is no main aspect distant signal between the two main aspect stop signals involved.

The second main aspect stop signal is not fitted with TPWS.

The line has been examined (if necessary)

The next signal beyond the second main aspect stop signal is displaying a proceed aspect.

The two signals that are being passed at danger must be controlled from the same signal box.