SPADding at a torrential Leytonstone

I think this ATO is very dodgy thing myself. As is stated a driver could be reading a paper or book and not paying attention to the track. If someone were in the four foot and they were reading then that someone is defintley dead. Far better Manual driving one-man or better still two man crews.

At least you were under cover - I got caught out on the Clifton Suspension Bridge, and so spend over an hour sheltering under the eves of a public toilet. Had I been foolish enough to stand in the open at the other (Cliff Woods) end of the bridge I might have been lucky to be there as a train to or from Portbury docks passed, but there is no way I would have been able to see it!

Chris (still damp!)

Isn't there an emergency stop button that doesn't require going into coded manual. But, I suppose if your definitely gonna spad then u might as well just let the tripcock do the work.

Tripcocks and Trainstops are non-exsistant on the Central Line, it uses Automatic Train Protection. (ATP)

If a T/op sees something on the line that will requre an emergency stop, he/she can hit an emergency plunger or pull the CTBC out of the stowed postion to de-energise the Round Train Circuit to cause an Emergency Brake Application, this applies to the 1992 tube stock.

but the point is, that only works on dry rails. If it's wet, ATO cannot know it so if the t/op hits the plunger all he can do is get wheelslip and this will cause an overrrun. If then the ABS comes in it reduces the braking effort so he still overrruns......

So either he intervenes earlier or he lets ATO do its worst.

To repeat myself from the other thread, it is possible to some extent to have an ATO system programmed to cope with extreme weather conditions. Singapore's ATO lines have, for example, a "Monsoon mode" with reduced braking and acceleration levels, generally lowered speeds and a much earlier start to the braking.

The system still doesn't know that it is raining, but it is operating along parameters that will make it more able to cope with the effects of torrential rain.

Something similar is used on the ATP system used on Swedish mainline railways: In adverse adhesion conditions, such as leaf fall season, the on-board ATP equipment is switched to use a lower rate of braking. This is done in order to prevent wheelslip and locked wheels. Since the braking force available is reduced, all braking curves begin and are announced to the driver much earlier, in order to enable long, smooth brakings.

If its absolutely pi$$ing with rain, its not bad, like any train. But when its fine rain, thats when slipping starts. However from the limited times I have seen them in the rain, they are not too bad.

Regarding the rate switch, I havnt really found that much use when its wet, as the train still slips. Its easier to take off in Series.

*thinks* but doesnt the Vic stay totally underground, thereby not actually needing a rate switch? or have i got that wrong?

ATO is also not used in any of the sidings that the line has.

The Train Opertor presses two buttons for 3 seconds which starts the train. For this to happen the doors have to be closed and there has to be an ATP code of some sort