How realistic is it for drivers to be told of amented TTs?

The driver has now been told of the amended timetable

Here's an example from the Exeter sim, though it could apply to any sim:

1C95, moving at 100 mph, has entered the Down Main from Castle Cary, and is scheduled to arrive at Taunton Platform 2, which is in the process of being occupied by 2C89, another arriving train. I have two choices. I could simply set a route for IC95 for Platform 3, the simplest solution as it is my understanding that few points are deducted by signalling the train to arrive at at a non-scheduled platform. Alternatively, I could edit 1C95's TT to change P2 to P3. This can be done quickly and displays the message:

Quote:

The driver has now been told of the amended timetable

presumably with no loss of points.

Of course, a third course of action is to persuade 2C89 to expedite an early departure, making way for 1C95. Again I can do this by (a) signalling the driver to Shunt Forward, or (b) bring forward his departure time by editing the TT.

But let's return to 1C95, whose driver probably has his hands full at this speed. AFAIK a driver must not be contacted while his train is in motion, so how can he be informed of an amended timetable? Are TT amendments transmitted in this way in real life?

Or should the message be changed to read that the station staff have now been told of the amended timetable?

It appears that 1C95 is running late.

As a driver, I do not "expect" to be routed into any particular platform at a station, unless there is only one possible platform that I can go into, in which case I expect that! All I am interested in is that I am routed into a platform from which there is an exit route to continue the journey.

With Taunton, the majority of down stopping services are booked into platform 2. There has been the odd occasion where I've been going along, and have received a green aspect at signal E116. That tells me immediately that I'm going into platform 3 (this is also the aspect I would EXPECT to receive if I was non-stopping), and I KNOW I can get out of the west end of the station from that platform. The signaller is not obliged to tell me of this change, and this is where Simsig in unrealistic in that regard when editing a TT in F4. The main inconvenience is if passengers are waiting on platform 2 when the platform alteration is made, but I don't really care about that. :whistle:

If the signaller needs to route me into a platform for which there is no signal or route, or which requires a wrong-direction movement then they will stop me outside the station and tell me what's going to happen. Apart from that, it's MY responsibility to know which platforms I can and can't accept, especially at stations such as Reading at the moment, while the improvement work is going on.

The point I'm making is the signallers do not stop or call drivers to tell them of a platform change.

I saw this happen whilst observing at Swindon late one night. A Chippenham bound HST booked into P4 was diverted into P3 for some reason and called in to query the route.

... on all the schedule cards that I have ever worked with at both Tonbridge and Hastings depots the platform numbers are not listed on them at all

It was sent out that signallers should not contact drivers on the move but should send the standard text message "contact signaller" to the driver, so that the driver is able to decide when it is safe to make the call.

I have also been told that if a signaller contacts a driver through the GSMR then the call will be answered automatically, forcing the driver to take the call, is this correct?

There's a bit of contention around whether the signaller should call you on the GSM-R when you're moving. I'm not comfortable with answering the phone at speed, so if it DOES ring I usually stop at a signal and call back. If they want me to stop in a hurry, there's always the emergency call facility they can use.

" said:

There's a bit of contention around whether the signaller should call you on the GSM-R when you're moving. I'm not comfortable with answering the phone at speed, so if it DOES ring I usually stop at a signal and call back. If they want me to stop in a hurry, there's always the emergency call facility they can use.

Do the new GSM-R devices have some sort of ergonomic problem compared with in-cab radios?

No, there's an "I'm driving along and my attention has been taken by a phone ringing" problem. :laugh:

" said:

" said:

There's a bit of contention around whether the signaller should call you on the GSM-R when you're moving. I'm not comfortable with answering the phone at speed, so if it DOES ring I usually stop at a signal and call back. If they want me to stop in a hurry, there's always the emergency call facility they can use.

Do the new GSM-R devices have some sort of ergonomic problem compared with in-cab radios?

No, there's an "I'm driving along and my attention has been taken by a phone ringing" problem. :laugh:

" said:

" said:

" said:

There's a bit of contention around whether the signaller should call you on the GSM-R when you're moving. I'm not comfortable with answering the phone at speed, so if it DOES ring I usually stop at a signal and call back. If they want me to stop in a hurry, there's always the emergency call facility they can use.

Do the new GSM-R devices have some sort of ergonomic problem compared with in-cab radios?

No, there's an "I'm driving along and my attention has been taken by a phone ringing" problem. :laugh:

On that basis, should we assume that airline pilots are more adept at multi-tasking than train drivers - or maybe it is the phone ringing that is the distraction rather than the radio conversation that follows? :laugh:

Well, I wouldn't like dive into discussions about who has bigger that or better that, but at least, airline pilots don't have signals they only see for a couple of seconds. What happens when a driver is talking on the phone and misses a signal could be seen last year in Santiago.

Rule 1.47—Duties of Crew Members, Supplemental Information—Passenger Trains Only—The Seattle Subdivision is a Crew Focus Zone for passenger trains only. When passing a signal which may require the train to stop at the next signal or pass the next signal at restricted speed, the engineer must make the following radio transmission to a designated member of their crew and receive an acknowledgement:

Train identification(engine initials, engine number, and timetable direction)
Signal Name
Signal/control point location
Track designation if on multiple main tracks.

If acknowledgment is not received, the engineer must determine, at the next scheduled stop, why the message was not acknowledged. If the engineer fails to control the train movement in accordance with either a wayside signal or other restrictions imposed upon the train, the designated crew member shall at once communicate with and caution the engineer regarding the restriction. If necessary, the designated crew member must take appropriate action to ensure the safety of the train including stopping all movement.

Example of Engineer’s Transmission:
“AMTK 503 North approach signal South Orillia, over.”
Example of Conductors Transmission:
“AMTK 503 North approach signal South Orillia, FOCUS, out.”

Crew Focus Zone requirements continue to apply until the signal indication is more favorable than a signal that requires the train to be prepared to stop at, or pass the next signal at restricted speed. During a Crew Focus Zone condition, crew communication not related to train movement is prohibited.

If a transmission, including one from the train dispatcher, occurs during a Crew Focus Zone condition, the crew must request that the transmitter stand-by until the above information is communicated and acknowledged.