DLR in manual mode

Under a panel at the at the end of each unit are basic driving controls. The Customer Services person is trained to drive in an emergency. There are no signals. Movement authority is given via the display on the driving controls - not certain exactly how, but something like a second needle on the speedometer

The restricted manual mode is comparable to the Victoria Line's for obvious safety reasons. There have been too many crashes on other metro systems where the ATO has failed or drivers have keyed by train stops, and then a train has been driven into the back of another train at high speed in manual by inexperienced drivers. So although restricted manual decimates the service, it is very good for safety when ATP is not working!

Oh I think i sort of understand. Does anyone have any video clips of the DLR being driven in manual mode or and close up pics of the train controls?

It is very likely that you will see the driving panel open on Friday and Saturday evenings. The train captain sits at the front, ready to push the emergency stop button should there be any alcohol fuelled antics.

They usually have the control panels open when pulling into the 'dead-end' terminals [i.e. not bank which has loads of overrun], just in case the train 'forgets' to stop.

A rather flippant comment. As far as I'm aware the DLR has never had any serious terminus overrun incidents. In fact, I know of no serious overrun incidents on any moving block signalled metro systems. The DLRs signalling drives trains very slowly within approx 50m of any buffers. In the decceleration towards that 50m mark, the train control takes into account the potential for partial brake failure (25% I think), as well as positioning error (positioning being absolutely reconfirmed every 25m). With the exception of dead end termini, Seltrac always keeps the trains 50m away from the train or points (set against) ahead of the train.

There was, but in fairness to the DLR - this was on the railway prior to it being opened to the public and while the system was in a test mode (and more to the point, while unauthorised tests were being performed).

Source: catless.ncl.ac.uk/Risks/5.29.html#subj3

The Managing Director of Docklands Light Railway Limited, Cliff Bonnett, has said the accident which occurred at Island Gardens station on 10 March (Modern Railways, May) was primarily caused by unauthorised tests, carried out before required modifications had been carried out
at the southern terminus. The train, which ended up overhanging from the elevated track after crashing through buffers, would have been 'arrested' if the protection system 'in its full and modified form' had been installed. The train was being driven manually.

I checked this out yesterday. There is a fluorescent yellow needle on the speedometer indicating the speed of the train, and a fluorescent orange dot on a black or transparent needle that indicates the target speed. This jerks up in increments when the train leaves a station, but drops back smoothly on approach to a station, with the yellow needle following it closely. I wasn't close enough for a photo, unfortunately.

Apologies for bumping an old thread, but it seems appropriate...

Last night about 2200, I was sat at the back of a Lewisham train at Limehouse station. Looking back towards Shadwell, the westbound train that passed us did so very slowly, and it had two flashing amber lights on the back, next to the usual red ones. My question is: Are these flashing amber lights used to show that the train is being driven in manual mode? This would tie in with the slow speed the train was proceeding at.

If anyone could confirm / deny for me, it'd be much appreciated!

Jim.

Excellent, thanks, I thought so. One final question then: any specific reason for that to be occurring at that time, or just a mere coincidence?