Replacing Signals

This is a bug. There should be a time delay to simulate the driver closing the cab, walking to the other end, and then opening up.

#1 certainly could be improved, as could the reporting ACOA at departure time rather than when it happens. As to the rest, well, we'll see whether any would improve realism - maybe a manual reversal should take a couple of minutes for the driver to shut down his cab, walk to the other end, and set up his cab again.

Provided the trainset is still complete, I don't see much of a reason to perform a new brake test - surely if the brakes are working throughout the train from one end, they should work from the other!

In the case of (most?) MUs, the driver(s), simply by coupling the trains together with the automatic couplers. Uncoupling is achieved by hitting the uncouple button. No need to hook up any couplers, pipes, or cables. For cases where manual work is required, a shunter would generally be on hand.

If you build your trains and platforms to the same height, it's a lot less of an issue. Platform/booking office staff would generally be available at busier stations, and disabled passengers are able to book assistance in advance.

Why? They have a full-time job as it is. Furthermore, we don't talk to signallers using hand-held radios; the equipment is built into the driving cab. And you'd have to train the conductor on a whole range of stuff to do with safety rules and safe communications.

It can be the driver, or it can be station staff. (And, yes, it can cause a delay; I had to pull the passcom a few weeks ago because the ordered assistance didn't turn up.)

It usually helps to have extra eyes when coupling up. In this case the grid cover got stuck and the conductor had to kick at it a bit.

I know the UK has high level platforms, but from observation it's not level boarding as there is still a step up. North American 48inch platforms do provide for level boarding, but because many stations have/require low level platforms then the conductor(s) have to work the door traps to change between high and low levels.

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Why? They have a full-time job as it is. Furthermore, we don't talk to signallers using hand-held radios; the equipment is built into the driving cab. And you'd have to train the conductor on a whole range of stuff to do with safety rules and safe communications.

So? What's wrong with having two rules qualified employees on a single train? Nobody expects a co-pilot on an airplane not to have some experience with flying rules. It also allows you to spend less in other areas such as station staff and wayside infrastructure and makes your rail system more resilient because there is an extra person who can employ manual procedures, such as flagging a defective rail crossing or backing up over a set of trailing points when needing to run against the flow of traffic.

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It usually helps to have extra eyes when coupling up. In this case the grid cover got stuck and the conductor had to kick at it a bit.

Usually, platform staff or the guard will observe and give the driver a thumbs up to save a little bit of time, but I don't think it's an absolute requirement.

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Reverses seats: what? Seats are fixed things.

I never knew this was a thing either, but someone from Japan introduced me to the concept of reversible seat direction so you're never facing backwards... I think it's mainly done at terminals when the train turns - I'm not sure if seats are free to be moved by passengers during travel... Some modern trains do this automatically.

I understand our Antipodean brethren are also big fans! These ones you can move yourself, clearly!

Regarding changing ends for every backup move, wouldn't that require an extra brake test that not only takes time, but requires a second person to confirm application of the brakes in the rear car? Whenever I am using the "reverse direction" trick to replace a signal in SimSig I usually have in mind an image of the driver just selecting reverse direction in the cab he is in. Especially since the train reverses instantaneously. :whistle:

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Reverses seats: what? Seats are fixed things.

I never knew this was a thing either, but someone from Japan introduced me to the concept of reversible seat direction so you're never facing backwards... I think it's mainly done at terminals when the train turns - I'm not sure if seats are free to be moved by passengers during travel... Some modern trains do this automatically.

I understand our Antipodean brethren are also big fans! These ones you can move yourself, clearly!

Regarding changing ends for every backup move, wouldn't that require an extra brake test that not only takes time, but requires a second person to confirm application of the brakes in the rear car? Whenever I am using the "reverse direction" trick to replace a signal in SimSig I usually have in mind an image of the driver just selecting reverse direction in the cab he is in. Especially since the train reverses instantaneously. :whistle:

Right lets get the great great big NO NO out the way first. Drivers will NOT just put a train in reverse and set back. This is very rightly prohibited on safety grounds. There is only one location where a propelling move may under very very strict circumstances may be made that I know of and that is only if at least 4 conditions are met, [1] There must be no other driver available at the location to drive from the LEADING cab, [2] The train must be formed of more than one unit, [3] There is no means to walk through the entire formation [4] The move being made is for shunt purposes only. Now on to the subject of personal brake tests. A driver is required to undertake at the very least a DSD test on each and every time (s)he enters or livens up a driving cab, this is a safety requirement, in addition to this (s)he will on the first time of of working a train undertake a full personal brake test. This will be undertaken from each cab the first time this cab is used.

Paul

There's a video on YouTube of an overrun by an XC train at Tamworth - the driver does bring the train back into the platform (presumably after a chat with the signalman and control), but changed ends to do so.

During that really nasty snap of cold weather in 2009 I saw a broken Pendolino setting back from the Goods Line into the station at Preston - or so I thought. Given that Mr Curran has pointed out its a HUGE no-no (and a single 390 doesn't fulfil the train make-up criteria), I must have been mistaken. What made me think so was the driver didn't switch to the head lights - the red lights were still on. There was also a bloke with his head out of the driver's side window in the rear cab. Probably an innocent explanation, as is so often the case.

Of course this discussion is borne out of the rather naughty little workaround to avoid ACOA penalties on SimSig! I must admit I've done it once or twice on Carlisle when I've realised I'd be crossing up London Road Junction!

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There's a video on YouTube of an overrun by an XC train at Tamworth - the driver does bring the train back into the platform (presumably after a chat with the signalman and control), but changed ends to do so.

During that really nasty snap of cold weather in 2009 I saw a broken Pendolino setting back from the Goods Line into the station at Preston - or so I thought. Given that Mr Curran has pointed out its a HUGE no-no (and a single 390 doesn't fulfil the train make-up criteria), I must have been mistaken. What made me think so was the driver didn't switch to the head lights - the red lights were still on. There was also a bloke with his head out of the driver's side window in the rear cab. Probably an innocent explanation, as is so often the case.

Of course this discussion is borne out of the rather naughty little workaround to avoid ACOA penalties on SimSig! I must admit I've done it once or twice on Carlisle when I've realised I'd be crossing up London Road Junction!

I'd take what Mr Curran says with a tiny pinch of salt - he's an employee of but 1 train operator and is rightly very familiar with that operator's rules and restrictions regarding propelling moves - and I don't in any way call into question that those are the rules as far as his employer is concerned. The appendix to the rulebook produced by my employer has a slightly different set of restrictions, and thus by extension I imagine the situation you saw with the Virgin Pendolino was well within Virgin's rules.

One common problem I used to have was trains standing at green signals without drivers. Mainly at terminal stations, but sometimes when the driver leaves the cab for a toilet break or to look for their relief. It was nice when they told you beforehand, but this is not always possible if the train is due to start from a location and is waiting for a driver. Anyway, I like the way SimSig works now.