Technical
editThe engine was an English Electric 12CSVT, a 12 cylinder 60 degree vee arrangement producing 1750 bhp at 850 rpm. Each of the overhead camshafts drove a Napier turbo-blower for cooling.
The Main Generator was an EE 822/109 dc self ventilated, driven from the engine crankshaft and continuously rated at 1170kW at 850 rpm. It had a series field winding to enable it to be used for engine starting.
The Auxiliary Generator produced 110v dc, maintained by a carbon pile voltage regulator. This provided power for the exhausters, compressors, lights and battery charging.
There were 3 EE 598/A 600 Amp traction motors connected to single-reduction gearing on each bogie. These were interchangeable with the Deltic locomotive.[1]
Braking equipment was provided by Westinghouse, supplying air braking on the straight brake for the loco, and vacuum braking for the train.
Clapham Junction Rail Crash
editHidden 18 is a recommendation, not mandatory.
18. BR shall ensure that overtime is monitored so that no individual is working excessive levels of overtime.
This recommendation turned into a group standard GO/ZT0012 which then turned into GH/RT 4004 which specified working hours.
A.2 Limits Applicable prior to the implementation of GH/RT 4004
A.2.1 The limits on working time applicable to the railway group prior to the compliance date of GH/RT 4004 are set out below:-
(a) No more than 12 hours to be worked per turn of duty: (b) No more than 72 hours to be worked per calendar wekk ( Sunday to Saturday) (c) A minimum rest period of 12 hours between booking off from a turn of duty to booking on for the next turn. This may be reduced to 8 hours at the weekly shift changeover, in the case of staff working a shift pattern that rotates or alternates on a weekly basis. (d) No more than 13 turns of duty to be workied in any 14 day period
This was superceded by ROGS regulations. The appropriate part is here..
http://orr.gov.uk/__data/assets/pdf_file/0005/2867/managing_rail_fatigue.pdf
In the United Kingdom
editIf a train explodes a detonator, the driver is required to stop immediately and investigate.
Detonators are usually deployed in groups of three, spaced 20 metres apart. When being used on electrified lines detonators must be placed on the rail which is furthest from the conductor rail (aka 'third rail').[2] If a train is about to explode a detonator, personnel are required to stand at least 30 metres away from it and turn away.[3]
There are several types of detonator protection in the UK;
Emergency Protection
If a train is involved in an accident or fails and it is not possible to contact the signaller, then emergency protection must be used. Track circuit operating clips (TCOC) must be placed on all affected lines, and three detonators must be placed at a distance of 2 kilometres in the direction from which a train is most likely to approach.[4]
Assistance Protection
If a train fails and communication can be made with the signaller, then assistance protection must be used. The driver of the failed train must place three detonators at a distance of 300 metres from the failed train in the direction from which the assisting train will approach (unless there is a stop signal within 300 metres of the rear of the failed train). The driver will remain at this assistance protection point with a red flag (or lamp in darkness) and await the assisting train. Once the assisting train reaches the assistance protection point it will stop and the driver of the failed train will then join it. [5]
Possession Protection
Possessions (worksites) on the railway are operated separately from the running lines and train movements inside them are not controlled by the signaller. Instead a PICOP (person in charge of possession) controls movement into and out of the possession in co-ordination with the signaller, and an Engineering Manager is responsible for movements of rail vehicles within the possession. Three detonators and red 'Stop Board' are positioned at the entry and exit to the possession to prevent any unauthorised trains from entering accidently, and also to clearly define the extent of the possession.[6]
Network Rail (2017-06-03). Western Route Sectional Appendix. Vol. Module WR1. p. 322-345.
Electrical Connector box
editThe connector box removes the need to manually connect jumpers and air hoses when coupling trains together. Some of the functions it can route between units are;[7]
- Traction power and brake control
- Door open/close control
- CCTV monitors live video feed
- Passenger emergency alarm
- Public address system
- Cab to cab/guard intercom
- Brake continuity wire
- Traction interlock [8]
- Main reservoir air pipe (using self-sealing star valves)
- Auxiliary power (110v battery line)
References
edit- ^ English Electric main line diesel locomotives of British Rail by Brian Webb, pages 57-58, 1976, ISBN 0-7153-7158-4
- ^ RSSB (December 2018). Rule Book: Train Driver Manual. Vol. General safety responsibilities and personal track safety for non-track workers. p. para 4.1 Personal Safety - Precautions that must be taken. GERT8000.
- ^ RSSB (December 2018). Rule Book: Train Driver Manual. Vol. General safety responsibilities and personal track safety for non-track workers. p. para 1.10 General Instructions/Detonators. GERT8000.
- ^ RSSB (December 2018). Rule Book: Train Driver Manual. Vol. Dealing with a train accident or train evacuation. p. para 4.31 Providing emergency protection. GERT8000.
- ^ RSSB (December 2018). Rule Book: Train Driver Manual. Vol. Train stopped by train failure. p. para 1.5 Providing assistance protection. GERT8000.
- ^ RSSB (December 2018). Rule Book: Train Driver Manual. Vol. T3 Possession of a running line for engineering work. p. para 1.5 Providing assistance protection. GERT8000.
- ^ Connex South Eastern: Train Operating Manual Classes 365,465,466. p.A.6 (Unit information) January 1998.
- ^ "Definition of traction interlock". definedterm.com. Retrieved 25 August 2018.
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