Post by Chris M on Dec 12, 2010 13:07:21 GMT
In another thread I thought of a scenario of a train stopping because it wasn't getting the information it needs about where the train in front of of it is.
As far as I know there are three reasons why this could happen
1. the information is being sent but the stopped train is not receiving it.
2. the information is not being sent by the train in front
3. the information is being sent by the train in front but it is either not being received or not being transmitted by the signalling system.
I presume the operator of the stopped train would know that the system is not receiving the information? Would they be able to diagnose whey that was - I'm guessing that the train might be able to determine if any of it's systems are broken, but that there would be no way for it to distinguish between reasons 2 and 3?
Can a control room see remotely what information is being sent to (or by) each train? If so I presume that they can use this to determine what type of failure it is? If not is there any thing they can do without going to the location of the stopped train?
Would the service and/or line controllers have any indication the train was not moving other than observing it's position on their diagram(s)? Would they have any idea why without being told by the train operator?
If the reason is that the train in front is not sending the information, would the operator of that train know about it without being informed by a controller?
Presumably if the failure is of train-borne equipment then the controllers will want to get that train to a depot (or at least out the way) as quickly as possible, but how do they go about this?
If it is one train not submitting information about its whereabouts to others but able to run at normal speed itself, presumably it would continue in service until the last station before the depot or siding?
If a train is not receiving information that the ATO needs, I presume it can be driven manually, but how does the driver know what the authorised limit of movement is? If it is just one non-transmitting train ahead which is visible to control then I guess they could authorise the train behind to successive fixed points as they observe the broken train pass?
If it's a failure of the receiving equipment then presumably that train could be authorised to manually proceed to given points until it can be put away? At full speed?
Sorry for all the questions, and feel free to move this to the signalling board if it fits better there (I couldn't decide).
As far as I know there are three reasons why this could happen
1. the information is being sent but the stopped train is not receiving it.
2. the information is not being sent by the train in front
3. the information is being sent by the train in front but it is either not being received or not being transmitted by the signalling system.
I presume the operator of the stopped train would know that the system is not receiving the information? Would they be able to diagnose whey that was - I'm guessing that the train might be able to determine if any of it's systems are broken, but that there would be no way for it to distinguish between reasons 2 and 3?
Can a control room see remotely what information is being sent to (or by) each train? If so I presume that they can use this to determine what type of failure it is? If not is there any thing they can do without going to the location of the stopped train?
Would the service and/or line controllers have any indication the train was not moving other than observing it's position on their diagram(s)? Would they have any idea why without being told by the train operator?
If the reason is that the train in front is not sending the information, would the operator of that train know about it without being informed by a controller?
Presumably if the failure is of train-borne equipment then the controllers will want to get that train to a depot (or at least out the way) as quickly as possible, but how do they go about this?
If it is one train not submitting information about its whereabouts to others but able to run at normal speed itself, presumably it would continue in service until the last station before the depot or siding?
If a train is not receiving information that the ATO needs, I presume it can be driven manually, but how does the driver know what the authorised limit of movement is? If it is just one non-transmitting train ahead which is visible to control then I guess they could authorise the train behind to successive fixed points as they observe the broken train pass?
If it's a failure of the receiving equipment then presumably that train could be authorised to manually proceed to given points until it can be put away? At full speed?
Sorry for all the questions, and feel free to move this to the signalling board if it fits better there (I couldn't decide).
