Deleted
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Post by Deleted on Jan 24, 2008 18:12:43 GMT
Hi folks,
Is there anywhere where I can get my hands on a guide as to what the various signals mean for LU? such as, what would be displayed coming to a red, what to look out for etc.
Also, how does LU tackle a rapid reduction in speed? do they have warning boards or is it all in the drivers knowledge?
Thank you,
Luke.
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Colin
Advisor
My preserved fire engine!
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Post by Colin on Jan 24, 2008 20:33:28 GMT
It's all down to line knowledge. There are one or two SPAD mitigation measures such as these (click), and of course there are repeater signals - but that's about it. EDIT: the only warnings we get for changes in speed are on Network Rail lines - here's an example (another clicky) |
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Deleted
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Post by Deleted on Jan 24, 2008 20:53:04 GMT
Thanks Colin.
I wanted to learn the Northern Line route properly with diagrams so I know what to expect with speed limits on BVE. It's a shame that information is available to the public.
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Post by railtechnician on Jan 25, 2008 0:51:47 GMT
It's all down to line knowledge. There are one or two SPAD mitigation measures such as these (click), and of course there are repeater signals - but that's about it. EDIT: the only warnings we get for changes in speed are on Network Rail lines - here's an example (another clicky)I'm interested to see those comments. You haven't mentioned line speed, LUs speed limit signs or speed control signalling. This seems to give the impression that the driver gets no warnings whereas a driver gets far more warnings nowadays than 10 or 15 years ago before the installation of 'round the benders' additional signals, conversion of some repeaters to signals and permanent illumination of fog repeaters under SPAD mitigation, then there are TETS and siding circuit breakers etc. The warnings are surely in the theory training and road training and backed by experience in doing the job but to suggest that there are no warnings of speed changes I find ridiculous and were it to be true I'm sure H&S would be along to sort it out post haste! Having said that being on the front of a train especially in a tube tunnel at speed is an interesting experience, personally I used to think of it as a fairground ride as I certainly wouldn't want to drive my car in such a blind environment but it's horses for courses. I'm sure that many motormen would not have been happy at the thought of working near open 22KV busbars, having their bare hands in live 415vac switchboards or getting 100vac 'belts' from the signalling system as was often the case even when wearing gloves. |
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Colin
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My preserved fire engine!
Posts: 11,348
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Post by Colin on Jan 25, 2008 13:10:19 GMT
I'm interested to see those comments. Good - that's the whole point of this forum, to generate discussion! You haven't mentioned line speed, LUs speed limit signs or speed control signalling. This seems to give the impression that the driver gets no warnings whereas a driver gets far more warnings nowadays than 10 or 15 years ago before the installation of 'round the benders' additional signals, conversion of some repeaters to signals and permanent illumination of fog repeaters under SPAD mitigation, then there are TETS and siding circuit breakers etc. The reason I haven't mentioned any of that is because none of it provides a warning - apart from repeater signals of course, which I did acknowledge. Yes we have speed control (as well as approach controlled, but whatever) signalling, but there's no warning of it - it's part of a drivers line knowledge to know where such signaling exists. Yes we also have speed limit signs, but there are no advance warnings of the changes required [except on Network Rail, which again, I did acknowledge] - again, it's really line knowledge with the signs provided as a reminder. The warnings are surely in the theory training and road training and backed by experience in doing the job Exactly! but to suggest that there are no warnings of speed changes I find ridiculous and were it to be true I'm sure H&S would be along to sort it out post haste! Why would they? Speed limits are fully listed in line supplements, which are issued personally to each driver, and this is backed up by the I/O's during 'job' & 'road' training - that's 9 weeks of constantly being reminded what speed to do. Factor in the signs as back up and I really don't see what the problem is. Having said that being on the front of a train especially in a tube tunnel at speed is an interesting experience, personally I used to think of it as a fairground ride as I certainly wouldn't want to drive my car in such a blind environment but it's horses for courses. I'm sure that many motormen would not have been happy at the thought of working near open 22KV busbars, having their bare hands in live 415vac switchboards or getting 100vac 'belts' from the signalling system as was often the case even when wearing gloves. Yes it is "horses for courses" really - drivers do the job day in day out and after a while, we don't 'drive blind' at all. Perhaps we do get complacent - SPADs are probably the biggest sign of that - but once you know the line, you don't really need advance warnings of permanent speed limits. Of course temporary restrictions are indeed very different and do have advance warnings as shown in this poor quality image (the two yellow lights in the yellow box flash): www.districtlinephotos.co.uk/html/trackside_gallery_11.html |
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