TRTS and RA

[ellaparkinson]

Hi,

I am about to start working as platform staff. I have been on the railway for 11 months now and recently was offered the job. I have heard people talk about TRTS and RA. I know what each of them mean but don't really understand how each works. Do you need platform staff to dispatch on both signals? Does a guard need to be on the train? Can DOO dispatch the trains themselves?
Sorry for asking as I know most on this forum are very experienced rail people. I just wanted to ask the experts.

Thanks
Ella

 

[Tomnick]

Hopefully (certainly!) it'll be part of your training, and that'll give you your definitive answer - but, just as a brief explanation: TRTS (Train Ready To Start) is a plunger or similar operated by platform staff or the Guard, and indicating to the Signalman that the train is indeed ready to start (that the driver's present, the train's not broken etc.) so that the signal can be cleared with confidence. RA (Right Away) is an indication to the driver that station duties are complete and that it's safe to depart when he's ready.

 

[142094]

Some useful info https://www.safety.networkrail.co.uk/Services/Jargon-Buster/T/TP-TT/TRTS

"Train Ready To Start". The platform staff (or driver, when in a siding) will operate the Train Ready To Start switch, located on the platform (or siding) when the train is ready to depart for its journey. A visible indication will appear in the signal box, which will alert the Signaller that the train is ready to depart. TRTS= Train ready To Start. Operated by platform despatch staff (or when leaving depots / sidings by the shunter or driver). Provided the relevant platform track(s) occupied causes an indication (generally blue flashing light) to illuminate on panel / VDU so that signaller's attention is drawn to it and knows that if they set the route that the train ought to be ready to leave (i.e. train crew on board, no expected station delays with disabled / luggage / large groups etc)- hence provoked to set route and commit the station throat pointwork for that train movement. Also used as an input to Automatic Route Setting. Indication continues until signal aspect actually clears. CD= Closed Door. Indicates as auxiliary indication on signal itself and may be at several places along length of platform. Tells driver that station duties complete and should close the doors on power worked sliding door rolling stock. Driver learns that all doors have closed by the in cab door interlock light illuminating. Officially does not need to be interlocked with the signalling, but generally provided as part of the signalling system and then would generally prove that the signal is showing a proceed aspect (including PL) before it can illuminate. RA-= Right Away. This is operated by platform staff to authorise train to leave- confirming that no one on the platform has clothing caught in the doors, no one fell down gap between train and platform on curved track etc. Replaces the traditional waving of green flag and blowing whistle by guard. Generally provided in the same housing as the CDs, so the CD is extinguished once the RA lights. To avoid the hazard of driver failing to check signal aspect once provoked to depart by platform staff, the RA is interlocked- it can only illuminate if signal is off. The TRTS is not safety critical and therefore generally plunger operated. The CD is arguably, and the RA definitely is, safety critical so they are operated by key-switch and there is sequential proving to ensure that the switch is operated and released, so there needs to be a positive action to cause the indicators to illuminate.

Up here we also have a 'Ready to Start' button in the cab instead of on the platform.

 

[craigybagel]

You'll also learn at your station about RA in particular as its use varies between locations. Not every station has it, and at those that do it might not be fitted on every signal. And even then, it might not be used by every train!

When I was a dispatcher at a medium sized Virgin station, only 4 of our 5 platforms had RA. Virgin Pendolinos used RA, as did most charter trains with slam door stock. On all other services, the guard gave the driver the right away using the buzzer. Now I'm a guard, and several stations I sign have RA equipment, but its only used by our services at two stations, both of which have their RA equipment used by all trains without exception.

 

[Joseph_Locke]

RA is only provided when required (based on the opinion of the Operating function and ratified by a signal sighting committee). On recent schemes the only reason for having RA is that all the other signals at a station already had them, so we had to.

 

[jopsuk]

as a passenger, I've noticed that there are stations where RA is used on a part time basis only- which is presumably when the station is busier so the platforms are staffed for safety, whereas when the station is quiet the driver (DOO) self-dispatches. Signs are provided to tell the driver if RA is not available.

 

[BestWestern]

Another use of the RA equipment is in the case of the Driver/Guard buzzer or bell failing on a train - where the Guard would normally accept the 'tip' from the platform staff, lock the doors and then take the second tip and give the Driver 'two on the buzzer' to go, but the buzzer has failed. This crops up with HSTs on the Great Western route a fair bit. Where an RA is available, the Guard locks up as normal but then, on receiving the second tip, boards the train and then displays a green flag or light to the platform staff, who will then illuminate the RA for the Driver. If no RA is available, the Driver will watch for the platform staff repeating the Guard's green flag or lamp.

 

[LowLevel]

The place I worked at had an old RA system fitted in the 80s for DOO parcel trains. Only signals where the drivers seat would be on the opposite side to the platform were fitted. It predated having key, being operated by a green button. We rarely used it except for the odd ECS.

 

[Galvanize]

At most stations, TRTS is given about 2 or 3 minutes prior to the train's booked departure time, anything given after the booked departure time is known as a late TRTS. This tells the signaller in good time that the train is fully crewed, and there are no known problems.

If the TRTS was given without a driver in the cab, it's usually down to the member of platform staff to contact the signaller, to get the signal put back to danger ASAP to avoid causing delays to other services. If there's a fault with the train, but the TRTS was already given (the fault may not of been obvious at the time!), and the driver is in the cab, it's his or her responsibility to contact the signaller, either via the GSMR radio or using the Platform/Signal Post phone.

 

[ellaparkinson]

Thank you so much for all your replies, they're really helpful.

 

[jopsuk]

At most stations, TRTS is given about 2 or 3 minutes prior to the train's booked departure time, anything given after the booked departure time is known as a late TRTS. This tells the signaller in good time that the train is fully crewed, and there are no known problems.

What about with through platforms that have TRTS? Train might arrive less than a minute before departure!

 

[Galvanize]

What about with through platforms that have TRTS? Train might arrive less than a minute before departure!

Ah, sorry, I should of said for terminal stations! Through stations I suppose TRTS would be given as and when, I've never worked at a through station where TRTS is used.

 

[craigybagel]

I sign a through station with trts operated by the guard. We normally just push it as soon as we arrive as there normally isn't any booked waiting time. If we're starting there (as a couple of trains a day do) then normally I push it at two minutes. Quite often the signaller will pull off by themselves anyway though.