Having a second person in the cab on the secondman's side means that the right hand side signals can now be relayed by them to the Driver before (and during, if they revert to danger) departure.
It now negates the need for trains to stop far back from the signal as the Driver no longer needs a clear view of the signal when stopped at the normal stopping point, and the trains should also not now be subjected to any SDO nonsense on the NCL.
Because the train will stop at the normal stopping point at the headwall, there is no blind spot in front of the train which contains part of the platform that passengers could be too close to the edge of - so no need for barriers or dispatchers now either.
This is a short term arrangement until the signals are repositioned so the Driver can clearly see them at the stopping point, either by moving them further back, or moving them over to the left, or by installing a co-acting signal with a better view.
Once that's done then the second person (who is likely to be a Driver Manager, Trainer or a Testing & Commissioning Driver) will then not be required.
