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Post by jamesb on Aug 18, 2008 11:13:42 GMT
A few times recently I have noticed there has been a signal failure at Woodford - at the end of my garden, just before the Roding Valley junction.
When it happens, the train seems to wait at the signal for a long time, blow its whistle, and pull off, before stopping suddenly and continuing. Or it just drives slowly and stops and starts a lot.
Since the Central line doesn't have conventional tripcocks etc, are the trains driven in coded manual mode in this situation (thus the stopping and starting)? Are they not allowed to be driven in the restricted mode through the signal failure area?
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Post by superteacher on Aug 18, 2008 11:53:06 GMT
They are driven in restricted manual - a signal failure on the Central is not a failure in the accepted sense of the word, but usually a loss of code. You need codes to operate in coded manual or ATO.
On the subject of Woodford, there have been a lot of failures there over the past few weeks - one of the most prone locations on the whole line.
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Deleted
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Post by Deleted on Aug 24, 2008 12:56:48 GMT
a signal failure on the Central is not a failure in the accepted sense of the word, one of the most prone locations on the whole line. Take the first part of the quote.......can you expand on what is accepted as a Signal failure? The scond part of the quote.........really!!! and what statistics have you to back this up? |
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Post by superteacher on Aug 24, 2008 13:47:33 GMT
a signal failure on the Central is not a failure in the accepted sense of the word, one of the most prone locations on the whole line. Take the first part of the quote.......can you expand on what is accepted as a Signal failure? The scond part of the quote.........really!!! and what statistics have you to back this up? Most signal failures on conventional lines are either track circuit failures or trainstop failures, both of which cause the signal to remain at danger. If authorised, the train can "trip" past the signal, which will bring it to an emergency stop. It then proceeds at slow speed, until it has passed two clear signals, after which it can return to line speed. Some trains have somethings called SCAT (speed control after tripping), which enforeces a slow speed for a set time after tripping. On the Central, the signal failure is usually a loss of code - the trains need codes to be driven manually or operate in ATO. If there is no code, the only way it can move is by the driver selecting restricted manual mode, which limits the train to a maximum speed of about 10mph. As for the signal failures at Woodford, I have heard about them by looking on the TFL website, actually travelling on the line and by reading the "Underground Diary" in Underground News. |
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Tom
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Post by Tom on Aug 24, 2008 15:34:32 GMT
Woodford has been giving a lot of grief in recent months - there's a long-standing problem with the signalling at Woodford talking to that at Roding Valley.
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Post by Deleted on Aug 24, 2008 17:15:27 GMT
Take the first part of the quote.......can you expand on what is accepted as a Signal failure? The scond part of the quote.........really!!! and what statistics have you to back this up? quote] Thank you for your answer, I'm sure some of the less informed will be delighted with your response, you weren't to know that I was a 92ts T/Op both in Tripcock and ATP, later a Controller, however, I have seen 'code available' with the SRAD so I would say that 'in most but not all cases the interpretation of a SRAD on the Central is loss of ATP Code', it's not always apparent to Wood Lane exactly what is happening 'out there' on the railway either, I've seen the workstation showing one thing and the exact opposite is happening outside, SRAD on the workstation but Clear signals in reality and the opposite is true also. I appreciate your source of information regarding WOO but historically I believe WOO is no more prone to Signals failing than anywhere else on the line and having dealt with loss of Westrace etc. from (probably) every site on the Central over a period of 10 years then I would just say that WOO is going through a bad time. BTW, unless the procedure has changed since I left Wood Lane (I doubt it) then the procedure of authorising a train to proceed a SRAD was suspect to say the least if not bordering on the edge of being dangerous, believe me when I say that I've seen some very dodgy decisions being taken by the SC based on the information being displayed on workstations, and we were told it was 'real time information', but hey, I was only a SC so what did my opinion count for........ |
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mrfs42
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Post by mrfs42 on Aug 24, 2008 17:56:13 GMT
Go on then - what does SRAD mean?
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Post by Deleted on Aug 24, 2008 17:57:46 GMT
Signal Remaining At Danger....
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mrfs42
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Post by mrfs42 on Aug 24, 2008 17:59:23 GMT
Signal Remaining At Danger.... Many thanks - abbreviation overload can be a right headache. |
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Post by superteacher on Aug 24, 2008 21:08:41 GMT
I didn't want to do a dis-service to Woodford, but it has reared its head quite a bit recently, although probably no more than other places since ATP was introduced in the mid 90's.
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Post by jamesb on Aug 27, 2008 9:48:39 GMT
When I was at Woodford last Saturday evening, there was a signal problem.
The train I had just left remained in the eastbound platform for ages at a red signal. The driver said that once the train ahead had passed through the area, the signals 'sort themselves out'.
Eventually, the signal turned green, and he left. The following two trains (I was waiting for a Hainult train) left with no probelms.
So whatever the recurring problem is at Woodford, it seems to be quite minor. Was it likely anybody did anything to rectify the problem? Or did it just sort itself out?
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