For passenger trains, why wouldn't you just let any excess 'waiting time' due to running early be at the next scheduled stop (or, as you call it in the UK, the next 'call'?)
Because it may not be the next train booked in that platform, at that station. As a general rule, our passenger trains don't usually run that early, that this could be done anyway. They're timed that tightly between reporting points, it's simply not a thing in the way you describe. Freight and ECS however....
It does come across as a very angled opinion sometimes from drivers in control of ONE train, vs signallers controlling the movements of, say, 25 trains across maybe 30 or more miles of track, with 7 'complex' junctions and level crossings.
Note, not every signal box, is an attractive ivy clad structure with an up and a down, and 6 semaphore signals, with a train in each direction once an hour.
If I'm dealing with something out of the ordinary at Conisbrough, along with my 3 CCTV crossings, 3 Line Blockages, 13 Junctions total, 6 Loops, TramTrain that doesn't interpose automatically, Barrowhill Yard, Tinsley Yard, Rotherham Yard, and their associated Shunters, along with delays questioning everything........... and then ONE train gets stopped at Barrowhill because its not running in SARS, 25 miles away from Conisbrough, at the other end of the Workstation, in my 12 hour shift, I don't think I've done bad.
On a typical Day Shift on Rotherham, there are around 210 timetabled trains through Aldwarke Junction (and thats just 1 of the 7 main Junctions) of 13)
For perspective, Rotherham, my specific example controls South of Barrowhill through to the East side of Conisbrough Tunnel, and Bolton on Dearne station. Also from Woodburn Jn through to Kiveton, and everything in between, Holmes Jn, Tinsley Yard, and fringes with Supertram under Tinsley Viaduct.