REGISTER

K I WALKER FIRSE

DIRECTOR SIGNALLING TMG INTERNATIONAL

A major factor on any rail network is the requirement to run trains on good track with reliable Safeworking signalling and communications systems, thus providing:

• a safe distance between following trains on the same track.
• Safeguarding the movement of trains at junctions.
• Regulation of the passage of trains according to the service density.

The above is created at the birth of the signalling system and is all very well when systems are first installed. Unfortunately, and this is a world wide problem, systems start to age, 'become prone to failures, require additional maintenance, and with some equipment loss of reliability, similar to some signal engineers (only joking).

If we just step back in time and return to the early 60's in Yorkshire, diesellocomotives were starting to replace steam, and in particular mechanical signalling systems on the North East Coast main line in the UK were being replaced by power signalling and auto half barriers replaced manually operated gate boxes. The rail road operator was conscious of on time running and having signalling failures attended by signalling technicians as soon as possible. For major stations such as York, and on other major routes with similar size interlockings which were manned 24 hours a day seven days a week 365 days a year, failures were attended almost instantaneously by the maintenance technician on duty. However, on most other areas the 'fat controller' had the responsibility of tracking the local signal technician down thus allowing Thomas and his little wagons a safe passage. Thus the old maintainerlfault finder played a key role in keeping Thomas and his friends trundling along.