Those 140 and 135mph signs and the additional flashing green aspect were used for testing purposes only. Not only that, while the test train was running all facing points on the up and down fast lines from New England Ladder to Stoke had to be fitted with a point clamp and locked with a padlock. No staff could go onto the tracks one hour before or two hours after the passing of the test train.
@@TrenyCwm No. At that time annual trackworker fatalities on BR were around a dozen. Since the turn of the century it's been between zero and four. In the 1990s, with privatisation looming, BR agreed with HM Railway Inspectorate that any running above 125mph needs; a) staff prohibited from going on or near the line unless the line is blocked, b) all level crossings removed and c) cab signalling in place of lineside signals.
@@ChangesOneTim Yes, I'd say a ban from accessing the track an hour before and 2 hours after a train had passed would be over an over cautious approach, bordering on the ridiculous
@@TrenyCwm Nowadays, maybe. Back then, no. Trackworker safety default was posting lookouts or looking out for yourself, and signalmen rarely knew or needed to know when anyone was on track. Also a sensible contingency given that testing specials have a habit of running way out of booked paths.
@@ChangesOneTim Yes, it is still an over reaction. Real time information existed back then. If the problem is communication to workers then address that. Provide them with the information if necessary that a train is delayed. The information is there, just as today. 1989 wasn't the Wild West.
