Crew Changes

I dont quite understand the question? Real life or SimSig timetabling?

Drivers have diagrams which are planned according to contract and fatigue rules. Trains will often change crews where the first driver is either up on his hours before a PNB or is at the extent of his route knowledge. In some cases Drivers can only work so far one way before having a break and working something back within their full booked shift. Subject to the caveat that all companies have different T&Cs and planning rules, Drivers generally need a break every 5 hours of work and can only conduct safety critical work for 11 hours from booking on. Some companies are definetely more restrictive.

Do you mean when is a crew change activity added and why?

Generally speaking crew changes are shown on non passenger services which could depart early to force them to wait until the relief crew arrive and add the curveball when crew are delayed. Passenger services don't generally show crew changes as they're more punctual and adherent to the timetable.

The crew change is at Belmont Down Reception, not Down Decoy, isn't it?

In olden times it might also be the case that a driver was actually doing a job or part-job on overtime, so Control and Train Crew Supervisors would be liaising to arrange crew change locations 'on the fly'. Signalman wouldn't know about that going on, the most they'd ever hear would be a crew ringing in to ask where their train was (and if the change was adjacent to a train crew depot almost certainly the bobby would hear nothing at all). And you'd be amazed how quick a crew change could be when the forward driver was on a finishing turn!

I think the strangest place I have ever organised a crew change on the fly was Nobelthorpe Level Crossing at about 2 in the morning after an accident on the M62/M18 Junction stopped the job and the back roads came into play.

D07

kbarber in post 158221 said:

In olden times it might also be the case that a driver was actually doing a job or part-job on overtime, so Control and Train Crew Supervisors would be liaising to arrange crew change locations 'on the fly'. Signalman wouldn't know about that going on, the most they'd ever hear would be a crew ringing in to ask where their train was (and if the change was adjacent to a train crew depot almost certainly the bobby would hear nothing at all). And you'd be amazed how quick a crew change could be when the forward driver was on a finishing turn!

Things seem to be a bit more disciplined nowadays. In a fair number of locations its mandatory for a relieving driver to contact the box to advise they're in position, otherwise the train will be refused passage beyond a previous regulating point to avoid stopping the job. Landor Street and Nottingham Station are two that immediately spring to mind.

That said, in other locations where disruption is minimal or there is no "hold the train" option there is no phone call at all. Knottingley is a good example of that, although the box is advised of any revised relief arrangements at the control level anyway for info.

0D07 in post 158226 said:

I think the strangest place I have ever organised a crew change on the fly was Nobelthorpe Level Crossing at about 2 in the morning after an accident on the M62/M18 Junction stopped the job and the back roads came into play.

D07

Finningley Level crossing in the dead of night springs to mind as well?