So when sim driving through neutral sections, I power off with pantograph raised like I was trained to on the WCML. But are there different standard ways (other lines or other countries) like lowering pantographs or powering through them with some automatic power cut-off? guardupfront This sounds like a railway pub quiz question. Which station on lines out of Waterloo has 25kv ac overhead? First I was thinking Wimbledon because of Croydon Tramlink, but that is 750dc overhead. Wracking my brain, and came up with... Reading?
I would think they would do the same. Lowering then raising a pantograph for a neutral section would take a bit of time, and at speed would need meticulous timing. Much easier just to slip controller into neutral as lm sure you would agree. I think powering through them may cause a slight jolt, don't know really.
For DC there’s no actual requirement to stop taking power over gaps, but the professional driving policies of DC TOCs (mine included) make reference to reducing power to avoid jolts and surges when your train gets back on the third rail again. My main AC issue is that it’s significantly harder (AFAIK) to short circuit in an emergency than DC is, but the actual driving over the two is pretty much the same
In the UK when you go thru a Neutral Section there are track magnets on the sleeper ends either side The magnets trip the Automatic Power Cutoff - APC and the main breaker then reset without any action from the driver. It is modelled on a few routes such as WCML over Shap where the Class 87 has to be run down before the Neutral sections In Europe it is all at the Drivers command - At some places it is just necessary to shut off and open the breaker - other places the Panto must be lowered.
Hi Peter, Thats intetesting what you say. For simming purposes, what do you normally do when going over neutral sections, for example the class 350?
Yeah, I'm told powering through could make a jolt, but the main reason we're told to power off is to stop any arcing from wire to pantograph. This can chip the carbon strip on the pan, or worse cause damage like an air leak (compressed air is what raises it). For AC there are DEPs, for Network Rail specialists to earth it (I'm told) with big long poles. Is DC with that wooden bar thing? Now the 87 seems really weird to me. Tapping the transformer gradually, running up, running down, stepping down. I guess that's why you have the black neutral warning board. Back then with locos took some time to shut off power, these days it's 1 second to move the power/brake controller.
If the 3rd rail is accidentally re-energised, a short circuit to the -ve return path of the DC system causes the circuit-breakers at the substation to trip immediately, protecting personnel at a worksite or emergency scene. With overhead line isolation, they switch off the current first, but there's a residual voltage to get rid of. This is earthed to the running rail via specific catenary gantries, by using giant crocodile clips held on poles If you've got an emergency, and passengers have to be evacuated, you don't want 750Vdc or for that matter 25kVac to cook your customers!!!
sure is, the mighty Short Circuit Bar! 25kV AC on a broken/dropped wire can arc up to 9 feet through the air to electrocute a person; I wouldn’t want to be doing an evacuation/examination of the line in the dark with the possibility of that happening. A poor VT crew many years back experienced that.
Nothing If it is built in to the loco/unit I obviously use it but for a train without that system I don't bother. I have a CFR Route and I forgot about a Neutral Section and the systems said "Game Over" Must change that Scenario
I’m just starting with 86s on WCML Shap. Is it the case, then, that not all the 25kV lines on TS routes have labelled Neutral Sections? Or if they do, it’s not ‘working’ like in the Shap route? Or is it more the case that it’s the trains used that have to have the scripting to recognise an NS and act accordingly? If the latter, then, they’d work everywhere with identified NSs?
The working OHLE was only introduced with WCML over Shap and DTG have placed it in the WCML South route It is a Track Linked object and is unrelated to the actual Magnets you see Even if you see the Lineside signs the Neutral Section might not work - like on WCML North or on the ECML routes It is dependant on the loco/unit having the scripting and the track having the actuator Older locos like the original Class 86 and 87 do not see the magnets The Class 87 and possibly the Class 86 from WCML over Shap do see the Magnets The Class 86 AP Pack also sees the Magnets Most if not all Emus don't see the Magnets
Ihe Class 350 from WCML Trent Valley has neutral section functionality, as does the Class 91 with the AP Enhancement Pack. Not sure if the 390 in WCML south does but I imagine it does.
Thanks. I’ve still to explore much of these other routes. Do there’s no real way to know if the other route NLs work, without trying, I guess..
The 390 and 350 in the WCML South route both work with Neutral sections (the WCML - South 350 is not based on the Trent Valley one - before someone says it )