As far as I know automatic track circuits aren't normally configured for reverse running except when bi-directional running is installed. At one time IIRC if a train tripped a start signal at the end of a platform when stopping, the GA prohibited setting back into the platform.That was in relay days so things might be more amenable. On the other hsnd if a train is travelling against the normal direction of traffic it clearly is 'out of control' and all bets are off regardless!
Taking into consideration the 'range' to be covered by the test train, I know there is a crossover at Ingleburn, and probably at Liverpool, but not sure if there's one at Holworthy. Of equal interest if there is one between the SFO and Edmondon Park station. Hmmm I am sure there is a crossover at the EH Army Camp junction but can't recall if it is OH-wired. (The crossover; the Army Camp line isn't.) There is a wired crossover at lease at East Hills.
Um ur let me guess, this line will open for passengers sometime near March 2015?
While there may be SOME residents in that area, is it a marginal seat?
By the way, doesn't this line go through and to "almost the middle of nowhere"?
I would guess that they would want to test as close to final usage as possible. They've replaced the signalling in the GTI area, so they would probably take the train outside of that area and re-enter from each approach track so that the signalling equipment will pick the train up in exactly the same way as it will in final use.
I suspect that the test train won't be electric (from the construction updates, it doesn't appear as if they will have the line out to EP powered up yet, but I could be wrong)
That's what we have been speculating in this thread previously, just in time for the state election.
I don't think that the particular electorate has a great deal to do with it, they will talk it up as general infrastructure building and an example of what is to come in other places (they'll probably "announce" the second harbour crossing at the same time!).
Yes, the line basically goes through outer-urban farmland, with a new estate between Glenfield and EP stations. It reminds me of the movie "The Dish" (What's it doing in the middle of a sheep paddock?), although they aren't sheep farms in that area. It is good to see the foresight in building this sort of infrastructure ahead of time, though.
The 'range' nominated for the test train is outside the Glenfield interlocking, as indicated by the station names given, vis: Holsworthy, Casula, Ingleburn (and MAYBE EP?). A train trip this morning revealed active crossovers at Ingleburn, East Hills and Liverpool; as changing ends with a loco hauled train may be a challenge, it suggests either an EMU, a test vehicle like TPMV1/2 or a push-pull setup with something like 2 x 48 class with some wagons in the middle.
A light engine would be adequate for testing interlocking.
Does anyone have access to an STN for the 'test train' (?) and can they post it here, preferably before the runs but after would likely be acceptable as an historic record?
At one time IIRC if a train tripped a start signal at the end of a platform when stopping, the GA prohibited setting back into the platform.That was in relay days so things might be more amenable.
The setting back prohibition has to do with overlaps, especially overlaps that lie halfway along a platform, such as some platforms at Central.
CBTC or Moving Block have even shorter overlaps, and the setback prohibition is even more important.
Thanks 'awsgc24' for the explaination and clarity. Was in Workshops for too many years but loco trials and a general interest in most technical things railway I learnt a bit from a lot of employees but explainations and why's weren't always forthcoming. There are also a couple of terms in your description that will prompt some further research - luckily these days there is the internet, but only after you have a few 'keys' for the search engine!
The cut-over of the northern fly-over seemed to go very smoothly. By the time I boarded my train at 7.30 at Macquarie Fields trains were spot on time. The view from the top of the fly-over is pretty good and there didn't seem to be any confusion about the changes in platforms at Glenfield.
I think a well done to all involved over the weekend is deserved! A great piece of project management...
If you could burden the train crew with an extra half-a-GA outlining when and when not to setback, and expect the crew to know it, well setbacking might be acceptable and safe to do. some of the time. If not, prohibit setbacks.
Here is an actual example of an improvised setbacking:
An 8-car single deck train hit a luggage trolley halfway along Platform 22 at Sydney Central, and derailed.
The rear cars of this train blocked the points to Platform 23, trapping all Illawarra trains.
While the driver proceed to uncouple the rear four cars, a volunteer flagman went back to stop the following train appearing out of the tunnel from Museum. Hand signal, then flag signal, then verbal advice to driver and guard.
The plan was to shunt the un-derailed 4 cars onto Platform 23, which required it to shunt outside the home signal and onto the overlap for the following train, if it got too close. The flagman stopped that train well clear of even the Accept signal.
After 10 or 15 minutes the rear 4 cars were successfully shunted onto Platform 23. All Illawarra and Illawarra Local trains went via platform 23 for the rest of the evening peak, albeit with some delay.
The Sydney Station Master (as he was then called) sent letters of congratulations to all concerned for expediting a solution to the derailment problem.
A light engine would be adequate for testing interlocking.
A VERY good chance that's all it took, namely 8101. Given all the points and signals I suspect it was long passed nightfall before they finished! As for the OHW, they had a road-rail vehicle with a single arm pantograph on its roof that was good enough to keep crews busy tweaking the OHW on the NFO for most of Monday afternoon.
Cool. It's nice to be right for once .
Any pictures / video?
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