What's involved in a guard signing a route?

[alexl92]

I understand that like drivers, Guards/Conductors need to sign the routes over which they work.

Please could someone explain what this entails and what knowledge this requires?

Many thanks

 

[plymothian]

You need to know, at least:

The stations on the line, what platforms you could be routed into, what side of the line the platforms are on, and which could be opposite to 'normal'.
Any short platforms.
The location of starting signals/OFF indicators/banner repeaters.
The names of the lines.
The controlling signallers and where the handover takes place (ditto ECO).
What type of signalling is employed on the route.
What direction the lines run.
What the maximum speed of the lines.
Where permissive working is allowed.
The junctions.
The tunnels.
The level crossings and their type.
Any local instructions.
Any particularly outstanding features such as safety features, poor mobile reception, yards, loops and sidings.
What disabled access is provided at each station.
The point at which you will be approaching a station.

 

[coxxy]

As Plymothian says!

Only a couple of extra things I can think of:
1. Any SASADS in the past couple of years
2. Areas of known poor railhead conditions.

 

[craigybagel]

Viaducts are the only thing I can think of missing from plymothians excellent summary. The local instructions can produce some unusual bit of training ; for example,on one of the routes I sign we have to be trained on how to override the automatic points and how to operate level crossings manually should the normal systems fail.

Also useful to learn (and included in our route learning packs) are those stations with a history of crime problems.

Its less intense than what drivers have to learn but it still all adds up. Even at my regional depot it takes at least 2 months to learn all of our routes as a guard.

 

[hughavinalaf]

Train/platform interface......

 

[plymothian]

Of course it's up to your TOC's competence department to the actual details they want you to know for each route.

 

[tsr]

Indeed. For example, some TOCs will not insist on you knowing linespeeds unless some are over 100mph.

 

[craigybagel]

Train/platform interface......

This a hundred times!

Of course it's up to your TOC's competence department to the actual details they want you to know for each route.

Also true, although talking to guards from other depots within our TOC the knowledge required to sign a route varies between depots, even over the same bit of track!

 

[sarahj]

Yep, for us, all we need to know is that the max speed on our lines is 100, somewhere round three bridges. And since thats only for how far you are supposed to stand clear of the line. and TBH in those situations I'm not going to be getting out a tape measure, but just stand as far back as possible anyway..

Just for measure, I just had to sign a new route, Havant to Southampton.

What was needed:

Stations, in order
Description of each station, such as coach length, exits, bridges, disabled access.
Signals at the stations and what they mean to you, eg route indications. Also such things as signal sighting, off indicators.
Where you were up and where you are down.
Platforms, numbers, and where to go for changing trains.
Tunnels names and lengths
Bridges and their names. This means ones over rivers etc. not every road bridge.
Level Crossings and their names
Shunts you may need to do.
Junctions. Names and where they go to/from.
Also other handy things to know. eg Woolston. Used for bus replacements into Southampton.
Where you might/ should get dispatch.

All good fun. At first you might think, i will never remember. But it soon click in and soon you will look out the window and see a tennis court and think, right, time to get ready for Plumpton, or a bus stop and think, time to get ready for Polegate, or where ever you go to, or feel a rattle in the dark and think, oh yes, such and such junction and the doors will thus open on the right at the next station.

 

[thebigcheese]

As Plymothian says!

Only a couple of extra things I can think of:
1. Any SASADS in the past couple of years
2. Areas of known poor railhead conditions.

What's a SASADS?

 

[sarahj]

My guess is Signal at Something (stop?) and dispatch shown. Guard should then either put hands in the air, or if this does not work cross their arms. If dispatch then try and push CD button just as a fast train rushed through the station on the through tracks, dispatch staff then taken to office for meeting without tea and biscuits. Dispatch staff may not be seen again for a while, if ever.

Could happen.

 

[craigybagel]

I would assume Start Against Signal At Danger (something)? We called them SASPADS in our training, but yeah, not a good thing for a dispatcher to be involved in! Or a guard if they act on it and press the big blue button, or even worse the green button twice afterwards, without checking the signal themselves......

 

[alexl92]

Fascinating and very useful; thanks! So if I was considering applying for this role, what would I need to know for the initial interviews etc? Obviously that knowledge is not something that can be acquired beforehand!

 

[the sniper]

Start Against Signal Signal Passed At Danger, SASSPAD.

 

[craigybagel]

Fascinating and very useful; thanks! So if I was considering applying for this role, what would I need to know for the initial interviews etc? Obviously that knowledge is not something that can be acquired beforehand!

In general they're more interested in your knowledge of what the Guard does, rather than what they have to know (since what you need to know is supplied to you in training). Brush up on where the company goes and how you will deal with the day to day challenges of the job (awkward/abusive/vulnerable passengers, shift work, commuting at unusual hours) and be able to show examples of good things you've done in the past in those areas.

 

[ChiefPlanner]

I would guess the tricky one is learning the full layout capability - especially for rare movements over crossovers and station shunting.

You can happily go along with routine - and then you get asked to do an "odd" move.

Another thing to remember is single line working protocol (over a double track) and "working to the point of obstruction" - both of which you may have to do in engineering possessions.

 

[craigybagel]

Not much chance of that for a passenger guard!

Can't believe I forgot to mention the most important thing in an interview: safety. Make sure you mention it and show you understand it as often as you can.

 

[trentside]

I think everything relating to route knowledge has largely been mentioned, so there's not more I can add. The only thing I ended up doing was having to route learn a diversion with no booked passenger workings from a DVD - colleagues at other depots with rare diversions at extremes of the day were not afforded such luxury

None of this should concern you at interview, as there's so much more to come before then. As craigybagel has said SAFETY first, then customer service, working to rules and any general points you think will help you.