Andrew Waugh wrote:My son and I spent an enjoyable half hour or so watching how they rerailed the tram. The recovery team were very professional.
John Hinson wrote:However, I doubt a loop would be planned there because the trackwork would be unnecessarily complex crossing two three railway lines.
JG Morgan wrote:Andrew Waugh wrote:My son and I spent an enjoyable half hour or so watching how they rerailed the tram. The recovery team were very professional.
Where is this? obviously not in this country:
(a) impossible in half an hour
(b) you would not have been allowed anywhere near to watch
Mike Hodgson wrote:Plenty here for the investigating authorities to consider. As the barriers were apparently up, they will need to ascertain whether the trap blades were incorrectly open whilst the crossing was open for trams or whether the tram had managed to cross during the brief interval between initiation of the crossing sequence but before the barriers moved.
Mike Hodgson wrote:Fortunately the tram has gone so far that it has not completely blocked the railway, there is certainly a case for the policy of letting a tram run unimpeded in the hope that it will clear the crossing before the arrival of a train. This could obviously have been a nasty incident, not just for people on train or tram, but it also looks like a high risk of taking pedestrians unaware too.
Upon the approach of an Up or Down train, the Signaller must check that Tramway Signals 9 and 10 are at Stop. The Signaller must then restore Boom/Overhead lever 7 to normal and operate Pedestrian Gate levers 11/12 as required. Operation of lever 7 will cause the boom barriers to lower and the overhead power to be switched to the rail. The Signaller must check that the booms are down (indicated by a green light on lever 7) and the ‘Rail’ indicator is shown before clearing the Home signal.
When the last vehicle of the train has cleared the section insulator, electric locking on lever 7 will be free and allow the lever to be reversed. This will switch the tramway power supply to the square and cause the booms to rise. The Signaller must ensure that the ‘Tram’ indicator is showing before clearing the tramway signals.
The tramway catch points (9 and 10) are motor operated. Skates are attached to the tramway overhead to detect the approach of a tram. If a tram is on the approach to either Tramway Signal 9 or 10 and the lever is restored to normal, the signal will return to Stop but power is removed from the catch points. In this case the Signaller must first check that the tram has not passed the tramway signal. If the tram has stopped behind the tramway signal, the Signaller must operate either 9 or 10 emergency 5P keyswitch for one second. This will restore power to the catch points and they will run to the derail position.
The Power/Manual switch for the Tramway Catch points is only to be placed in the Manual position when the Catch points do not obey the lever, the 5P emergency release has failed to operate, and only in the presence of an authorised tramway official. The official will operate the points and must remain until the fault is rectified.
If the overhead power fails to switch, the Signaller must operate the emergency 5P keyswitch for one second. This will operate the motor driven overhead switch. The Signaller must observe the Rail/Tram indicator to ensure the correct indication is displayed. Emergency manual operation of the overhead power switch is also provided. The overhead power switch (Rail Tram Activator Switch) is located in a cabinet adjacent to the Down Main Line. An operating crank attached to an 11P key is kept in a keyswitch in the cabinet. To manually operate the overhead power, the key is turned to the reverse (2 o’clock) position and removed. The crank may then be used to manually wind the operating switch to the desired position. ‘Rail’ and ‘Tram’ indicators are provided in the cabinet to indicate when the switch has been fully operated.
If the boom barriers fail down, the Signaller must manually raise the barriers, check that the overhead is switched to tram power, and check that the catch points are closed before verbally authorising the tram to pass the tram signals. If the overhead cannot be switched to tram power, the tram driver must coast over the crossing with trolley pole or pantograph lowered.
If the boom barriers fail to operate, the Signaller must check that the tramway signals are at Stop and that the overhead power is set for Rail operation. A Signallers Caution order must then be completed and handed to the Driver. The Driver must be cautioned to proceed cautiously as the boom barriers will not operate until the leading wheels of the train have passed the Home signal.
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