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Post by jimmy on Aug 9, 2005 10:23:06 GMT
Cabvideos from Oslo can be found on the following address, requiring RealPlayer: trikkogbane.info/cgi-bin/side.pl?id=6&lang=1Under "T-bane" you will find the Kolsås-Bergkrystallen and Frognerseteren-Majorstuen lines of the suburban network. Under "Trikk" you'll find cab-videos from the tram network on the lines depicted. A network map can be found here: trikkogbane.info/cgi-bin/side.pl?id=200&lang=1Specifically for the metro-videos, both lines change their system of power supply underway (at Montebello and Frøen respectively) from third rail to overhead wire. Where catenary is used the lines have several level crossings which allow for an interesting ride. The metros only real underground part goes from Helsfyr to Majorstuen where nothing can be seen outside stations, so skip those files! Majortuen is the bifurcation point of three lines and a depot for the west-side trains, so has major pointwork and several bridges. |
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Post by Deleted on Aug 23, 2005 8:01:42 GMT
Brilliant website Jimmy! Thanks for the advice on which ones to pick too...
On the Frognerseteren - Voksenkollen video, there's one four aspect signal VERY similar to the LU type which showed two green lights, is the principle the same over in Oslo as it is over here?
Sam
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Post by ikar on Aug 23, 2005 8:36:40 GMT
Line 1 is one towards Holmenkollen.
IIRC it is 100% on the surface.
ca55ie is right it is similar (exept for right side driving)
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Post by Dmitri on Aug 23, 2005 10:38:52 GMT
On the Frognerseteren - Voksenkollen video, there's one four aspect signal VERY similar to the LU type which showed two green lights, is the principle the same over in Oslo as it is over here? There is no such an animal as signal with two green aspects on the LU  . And if Oslo uses multi-aspect signalling, then non-ATS Moscow Metro lines are a closer bet  . |
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Post by Tom on Aug 23, 2005 11:01:41 GMT
I suspect it might be like the Stockholm scenario where number of greens relates to the number of routes. For example one green is the main line route, two greens first diverging route to the left, etc
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Post by Deleted on Aug 23, 2005 13:05:12 GMT
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Post by Deleted on Aug 23, 2005 16:50:18 GMT
On the Frognerseteren - Voksenkollen video, there's one four aspect signal VERY similar to the LU type which showed two green lights, is the principle the same over in Oslo as it is over here? There is no such an animal as signal with two green aspects on the LU . And if Oslo uses multi-aspect signalling, then non-ATS Moscow Metro lines are a closer bet . There are  www.trainweb.org/tubeprune/Stamford%20Brook%20DR%20WB%20Starter%20GG.JPGIndicates that at least 2 signals ahead are showing a proceed aspect. Sam (Ok, strictly speaking they're two signals....) |
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Post by Dmitri on Aug 23, 2005 17:36:15 GMT
(Ok, strictly speaking they're two signals....) It is what I meant . They are two signals - a station starter and a repeater (which by itself doesn't allow of forbid anything). BTW, the 'two green lights' you mentioned may be yellow and green as well. |
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Post by Deleted on Aug 23, 2005 19:08:55 GMT
Yep - Just mentioning that it's possible to display two green aspects on one signal head!
Sam
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Post by jimmy on Sept 1, 2005 23:54:47 GMT
The line in question is CAB-signalled, optical signals are only used at points and during shunting. Possible aspects are: Single red: Stop, danger. Points insecured or train ahead. Two greens: Proceed over main travel direction (usally the main line) Single green: Proceed over deviant direction, usually a shunt move like to or from a bay platform or for reversing Single yellow: Proceed at caution, max speed = 30 km/h. Used when several trains are operating in an area with shunting going on. Yellow and green: Proceed at caution, next signal is "stop" or "sight mark" where CAB-signaling ends and lineside signals take over. Yellow and red: Halt, then proceed. Max speed = 15, driver must be able to stop within half the viewing distance, and he must expect a train to be present on the same block. CAB-signalling and ATP are the same. The slowest indication is 15 km/h which is signalled by sending no code to the train at all. Thus the system is fail safe, when the code drops to 15 a loud bell sounds which has to be acknowledged by the driver pressing a foot pedal. By this action the driver in effect says "it's ok, I'm controlling the train to a stop if necessary". Thus it's possible to drive in a queue into platforms, with the drivers stopping on their own judgement. If he or she goes faster than 15 the emergency brake is applied. Yes, there have been collisions, but at "safe" speeds. The system is very efficient, but a pain for the driver (riiiiiiing, klick, all day). Three real codes are available: 30, 50 and 70 km/h. In addition a new code is planned, with speed unknown at present. New stock being delivered as of next year are prepared for this. Brilliant website Jimmy! Thanks for the advice on which ones to pick too... On the Frognerseteren - Voksenkollen video, there's one four aspect signal VERY similar to the LU type which showed two green lights, is the principle the same over in Oslo as it is over here? Sam |
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Post by igelkotten on Sept 2, 2005 0:54:40 GMT
It is interesting to note that Swedish and Norwegian signalling, both tube and mainline, is very similar, not least because they actually were joined in an union at one time. However, there are also significant differences, one of which Jimmy touches upon in his post. In Sweden, the general principle has always been "the simpler the signal, the better". So one green means "Clear" on the mainline and "Clear, proceed on the most direct path" on the Stockholm tube. Norway, on the other hand, uses the "The more, the merrier" principle, leading to the aspects Jimmy describes. Two greens mean "Clear" on the norwegian mainline, but "Clear, proceed at 40 km/h" on the swedish mainline. In other words, the drivers of the cross-border train have to remember which side of the border they are on... |
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Post by Dmitri on Sept 2, 2005 9:11:34 GMT
In other words, the drivers of the cross-border train have to remember which side of the border they are on... Well, at least "Red" means "Stop" everywhere . |
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Post by igelkotten on Sept 2, 2005 16:48:50 GMT
[quote author=dmitri board=publications thread=1123582986 post=1125652294 Well, at least "Red" means "Stop" everywhere .[/quote] Those trans-atlantic fellows seem to think otherwise. Quite a few US railroads have various rules under which red signals do not mean "stop", but rather something on the lines of "Proceed Restricted Caution" or whatever. See, for example, the images posted here: www.lundsten.dk/us_signaling/aspects_atsf1995/index.htmlThey also seem to have some sort of irrational horror for dark signal lamps, often using systems where a signal head shows several reds and one green (or white, yellow, whatever) to show that a certain route is set up. You basically count the lamps from the top downwards to find out what route has been set up for you. Weird people. |
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Post by Tom on Sept 8, 2005 21:26:48 GMT
Having now watched some of the videos, I'm very impressed! (And I seem to understand a fair bit of Norwegian too!) I think I'll be sending the link to a colleague of mine who was a principles tester in Oslo for a while.
I'm wondering if the LU-looking signal head is because Oslo was resignalled by none other than Westinghouse?
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. And if Oslo uses multi-aspect signalling, then non-ATS Moscow Metro lines are a closer bet 
.
