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It's not like that. There are other restrictions, such as the fact you have to finish within 11 hours of your datum booking on time. (So, if you are 12.00 spare, you couldn't be allocated a job which finishes after 23.00). There are less restrictions surrounding booking on earlier, but in...

I could see Burton being dropped but Tamworth is a useful interchange for Avanti/LNR services and is always busy. Not sure where else could be realistically dropped, perhaps remaining Chesterfield stops, Wakefield at a push? Seems all a bit miserable and a distraction from the core problem which...

Does that entrance still close early? I've known passengers miss the last train before as they couldn't get in or make it round to the main entrance in time. Was a few years ago so not sure if that's changed.

Don't think LNER have taken qualified drivers on for ages, so when they do I imagine there will be a lot of interest. TPE at Sheff or one of the Northern depots would be the most likely place for vacancies.

Very few changes that I can see on XC, certainly doesn't look like there's an increase in the Doncaster services unfortunately. Not surprising, however, with the imminent withdrawal of HST's.

It will vary by company, but at some point, usually after an offer is made, the company will send the form to your current employer to be verified. It shouldn't stop you getting a start date though - contracts and start dates are usually "subject to satisfactory references" which will include...

Really? Care to share any examples from within the industry? We are being stymied by DfT/Treasury. There is a sense of fatalism but it's regarding the inept and frankly reckless management of the industry by government, not about rail's ability to decarbonise and act as a replacement for higher...

3 years productive (after signing your first traction/route,) so depending on the depot and core route it would be roughly 3 years 2-3 months from the day you start, give or take. Obviously you then have to wait for a vacancy at your chosen depot before you transfer.

Other way round. Plenty of drivers being trained, no rest day work agreement as the DfT are blocking it.

Yes. Were it not for the recent cuts the plan was for four daily diagrams from the May TT change. Don't blame XC, blame the DfT/Treasury.

Just out of pure curiosity, what were/are the language requirements for this role? Do you need to speak French before applying or do they teach it? Or do you not need it at all if the tunnel operations are conducted in English on both sides? (Are they?)

I believe it was going to be 10 arriving and 15 departing, but with one of the new "A" boards at the end of the platform meaning the train could accelerate to speed as the front of the train passed the sign, not the rear. Useful for Pendos and double Voyagers. It hasn't gone ahead (yet), hence...

That's not quite true, Voyager doors can be locked from the inside, and usually are. The problem is we can't run with passengers in a vehicle with a certain amount of locked doors for obvious safety reasons. I don't know the method of working at the place you're discussing, but at other stations...

At flashing yellows, however, which is the blind spot I was talking about, there is zero(?) TPWS protection. Approach Release is a separate thing entirely and often the flank protection provided means there is less risk than the risk of derailment which can come with flashing yellows and no TPWS...

I would suggest where diverging routes are concerned, the potential risk is derailment due to significant overspeed as opposed to collision mitigation. Fairly easy for a driver to cancel AWS warnings but not react. Where significant reductions in speed occur on plain line they are often...

I sort of thought that was the case, but just wondered if there was a last line of defence. Was thinking about it after being wrong routed for the third time this year recently.

Flashing yellows being the obvious major hole in the TPWS net.

What will replace Sprinters? Service cuts and, if you're lucky, a replacement bus I would imagine.

Goodness me. I have nothing to add to this thread, apart from to say I'm very sorry for your loss.

Forgive me for the slight thread drift, but how is routing dealt with and displayed to the driver in ETCS? I'm thinking especially for somewhere like Colton where the turnout speeds are the same no matter which direction you're going, or approaching complex stations where it's important you use...