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Post by Deleted on Sept 7, 2005 9:37:10 GMT
As was once mentioned elsewhere, WF IMR still contains levers which signal the various 'calling-on' discs in the area; these levers can only be cleared in the IMR and cannot be triggered from Earls Court (anymore?). trainopd78 once posted photos of the local control panel for the sidings, allowing the local 'big hat' to setup the TDs and train numbers - was this panel also used for local control of coupling and uncoupling? Q8 once told several stories about coupling mishaps at Parsons Green - were there ever any mishaps because a calling-on was or was not cleared when it should have been? (I remember the "coupling with a bang and a sneeze" story  ) |
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Post by Deleted on Sept 7, 2005 16:02:30 GMT
I've been told that the shunt signals for roads 21-24 at PG can be cleared even when they are occupied by a train! This was apparently for coupling two 3-car trains in a siding.
My I/O warned me to always check that I wasn't being signalled into an occupied road BEFORE starting the move, to avoid shutting down the whole Wimbledon branch!
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Post by russe on Sept 7, 2005 16:11:56 GMT
Sounds to me like the place needs a calling-on signal....
Russ
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Phil
In memoriam
RIP 23-Oct-2018
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Post by Phil on Sept 7, 2005 18:09:59 GMT
Is a shunt signal different on LU then? On the main line a cleared shunt signal means 'line clear only as far as can be seen to be clear: prepare to stop.'
If it's the same on LU then the shunt signal is the calling on.
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Post by Admin Team on Sept 7, 2005 18:26:38 GMT
Is a shunt signal different on LU then? On the main line a cleared shunt signal means 'line clear only as far as can be seen to be clear: prepare to stop.' If it's the same on LU then the shunt signal is the calling on. No - a shunt normally will only clear if the track circuits etc allow. The calling on signal that's being referred to here can be cleared even if there is a train occupying the section ahead. That's the simple version - I'm sure someone will be along to give the ins and outs of a dogs rear the official version. But you can compare a normal LU shunt signal if you have a look at www.trainweb.org/districtdave/html/parsons_green.html where you'll see examples of both a regular shunt (as in WF9) and the Calling On version (WF37). The latter allowed a train to draw into the eastbound platform to couple with a unit already in the platform, as described elsewhere by Q8. ADW is also quite correct in saying that shunts can be cleared to occupied roads. Again this is a hangover from the days of uncoupling. |
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Post by piccadillypilot on Sept 7, 2005 18:38:17 GMT
A shunt signal authorises movements between one running line and another or between a siding and a running line (in either direction) as far as the line is clear or as far as the next stop signal at danger (including a limit of shunt sign or car stopping mark).
A warning signal authorises a movement along a running line as far as the line is clear or as far as the next stop signal at danger.
A calling on signal permits a movement into an already occupied platform and advises the driver that he must stop short of the train already there until authorised to move ahead and couple up.
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Phil
In memoriam
RIP 23-Oct-2018
Posts: 9,473
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Post by Phil on Sept 7, 2005 19:09:45 GMT
So from the above two posts the difference on LU is that shunt signals are always track-circuit controlled.?
aaah-what luxury.
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Post by piccadillypilot on Sept 7, 2005 19:16:56 GMT
So from the above two posts the difference on LU is that shunt signals are always track-circuit controlled.? All signals on LU are returned to danger by track circuits. Semi-Automatics are referred to as such because they are cleared by the signaller / programme machine / whatever but are returned to danger by the passage of the train, i.e. automatically. Obviously if there is something preventing the track circuit completing (such as a train in the section) then the signal cannot be cleared. This is different from a semi on the main line which is a signal that can be set to work either manually or automatically. And very boring, but necessary for an intensive service. |
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Post by q8 on Sept 7, 2005 19:18:48 GMT
I don't know if it still applies but they used to put TWO 6car trains the eastbound siding at Pg in my day. It is not generally known that EN41 at Whitechapel is a free lever and can be cleared anytime for run round purposes.
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Post by Deleted on Sept 9, 2005 15:21:40 GMT
the only calling on signal at PG is WF 37 even though the disc signal is still in place it would never work again as it has been de- commisioned in the IMR by plating the lever (preventing it being moved)
the shunt signals in PG will clear with trains in the sidings even today when i first went to PG and done a frame test no one told me about the site well not until i phoned my boss up and started shouting down the phone saying the something ususual happening here ;D ;D ;D
the train set up panel in the DMT's building is still connected but does not work as the circuit for it to work requires the programme machines i think number 3 or 4 off the top of my head to work and these havent worked since i've been on the line since 1998. none of the machines at PG work only in first come first serve mode thats why the trains get held at putney bridge instead of PG.
EN41 is not there no more it was taken out 3 years ago now god knows why if they need to reverse a train now it goes down to aldgate east and reverses there instead now
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