Post by d7666 on Oct 1, 2008 18:47:41 GMT
The DFA area is *not* ATP.
Trains in DFA run in one of 2 modes ''tripcock'' or ''protected manual''.
''tripcock'' mode is obvious - there is no difference to conventional operation.
''protected manual'' is one of the 4 modes that will be available in the final TBTC solution. In this mode the train operator still drives the train manually according to target points based on the existing signalling system [derived from existing signals GR relay] as indicated on the train operators TOD.
There is no ATP (nor ATO) and never any intention to be in the DFA. It is merely an overlay on the existing system where VCC supervises operations and allows T/Ops to become familiar with using TODs.
The 4 modes with full TBTC are :
Automatic Mode
Protected Manual (PM)
Restricted Manual (RM)
Off Mode
RM is 17 km/h (10 mph) i.e. analagous to slow speed e.g. after a trip event on conventional signalling.
Ref. not stopping at Canons Park, as the trains are manually driven, there is no timetable input into DFA. If a station is closed either by plan or emergency the T/Op simply continues to drive conventionally.
You would however be correct in that if this were full TBTC with ATP the closed station stop would be in the timetable and without intervention the VCC would stop trains unless special timetable were loaded or an SMC commanded override.
One other thing about DFA - as accurately posted by Towerman at the point only 1 more trains needs TBTC mods - but only around 50% of the fleet are commissioned for DFA. I have a list but I need to cross check it as it is about 3 weeks out of date. Fitting TBTC hardware and release from SMD does not automatically mean the unit is commisioned and ready for DFA. Further, the software on VOBC is not finalised for TBTC, it is certain all units will require at least one upgrade prior to TBTC start up, and do not be surprised if further upgrades become necessary. Even then, after full ATP along the whole line, there is a traction pack power upgrade to do (necxessary for the timetable upgrade) and then yet more as the line migrates to ATO. None of this ought to be news to anyoine dealing with software controlled equipment - the ongoing possessions testing resilts are fed back to head off problems as far as before TBTC service starts.
--
Nick
(currently commanding the DFA VCC at Neasden)
Trains in DFA run in one of 2 modes ''tripcock'' or ''protected manual''.
''tripcock'' mode is obvious - there is no difference to conventional operation.
''protected manual'' is one of the 4 modes that will be available in the final TBTC solution. In this mode the train operator still drives the train manually according to target points based on the existing signalling system [derived from existing signals GR relay] as indicated on the train operators TOD.
There is no ATP (nor ATO) and never any intention to be in the DFA. It is merely an overlay on the existing system where VCC supervises operations and allows T/Ops to become familiar with using TODs.
The 4 modes with full TBTC are :
Automatic Mode
Protected Manual (PM)
Restricted Manual (RM)
Off Mode
RM is 17 km/h (10 mph) i.e. analagous to slow speed e.g. after a trip event on conventional signalling.
Ref. not stopping at Canons Park, as the trains are manually driven, there is no timetable input into DFA. If a station is closed either by plan or emergency the T/Op simply continues to drive conventionally.
You would however be correct in that if this were full TBTC with ATP the closed station stop would be in the timetable and without intervention the VCC would stop trains unless special timetable were loaded or an SMC commanded override.
One other thing about DFA - as accurately posted by Towerman at the point only 1 more trains needs TBTC mods - but only around 50% of the fleet are commissioned for DFA. I have a list but I need to cross check it as it is about 3 weeks out of date. Fitting TBTC hardware and release from SMD does not automatically mean the unit is commisioned and ready for DFA. Further, the software on VOBC is not finalised for TBTC, it is certain all units will require at least one upgrade prior to TBTC start up, and do not be surprised if further upgrades become necessary. Even then, after full ATP along the whole line, there is a traction pack power upgrade to do (necxessary for the timetable upgrade) and then yet more as the line migrates to ATO. None of this ought to be news to anyoine dealing with software controlled equipment - the ongoing possessions testing resilts are fed back to head off problems as far as before TBTC service starts.
--
Nick
(currently commanding the DFA VCC at Neasden)
