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[email protected] · June 17th 16, 10:04 PM posted to uk.transport.london

In article , (Anna
Noyd-Dryver) wrote:

D A Stocks wrote:
wrote in message
...
In article ,
() wrote:

So is it the intention of these deliberate derailers, or catch points
as those of us not in the press know them, to cause the train to
smash into an overhead wire support with such force that it bends in
two? What would be the result if the driver, who was presumably in
the cab at the time, or passengers had been killed or seriously
injured as a result?

Is this another feature of the signalling design that gave us the
Ladbroke Grove crash? Looks like stupidity piled on stupidity.

How many other London Terminal approaches have derailers to handle
SPADs?

I asked a similar question a year or two back in relation to a set
of catch points that regularly cause chaos at Brighton station -
the last time was 15 April 2015. There are a number of
circumstances where trap points will be provided, especially on the
exits from yards or depots (or other lines) where shunting takes
place. A falling gradient to the main line might be another
candidate for trap points because TPWS won't help if a train is
running away due to brake failure.

AIUI this SPAD at Paddington was an ECS move, possibly from a
carriage road that is not used for passenger trains in service?

This was the exit from Royal Oak sidings where LHCS can run-round, so trap
points entirely justified.

I thought it was the entry to Platform 1? Was this the only protection
feasible?

Serious question: which came first, the revised track layout in that area,
or the OHLE?

Track layout I think. Remember that OHLE was blamed for reducing signal
sighting in the Ladbroke Grove collision.

--
Colin Rosenstiel