1:02 => stop aspect & obstacle might be stationary but "any vehicle" is not necessarily stationary. I wonder if they really meant to include vehicles moving towards or flanking the OS-train. (Which speed would be appropriate for the driver of an OS-train including this?)
In Poland, when a train stops at a platform (in a station not at a simple stop), the MA changes from exit signal into train front. After the exit route is set, then the OBU/DMI goes into OS mode. When the train passes the exit signal, only then the train goes into FS mode. It is done this way because the route in interlocking is automatically released after the train stops. In Poland we don't use TAF either. So, what is it like in UK, or maybe you have some information from other countries?
That is interesting. So, if I understand right, the train reports it is at a standstill and then the RBC shortens the MA to the front of the train (estimated front or max safe front?). When the signal clears then a new MA is issued with an OS mode profile. Hope that you confirm I have it right.
Yes, you are absolutely right, but I don't know if its max safe end or not. I know that one of the reasons of that in Poland we don't use TAF, but at the same time, the reasons Polish IM (PKP PLK) requires it, is that after shunting movememts you don't know if the track between the train and the exit signal os free, do you could have MA in FS when something is in front of the train
@@johnalexander995 Thanks. Just wondered what would happen if routed from the main line into a siding etc with a speed reduction, or a TSR/ESR for that matter.
@@Subfrequenz ETCS always applies the lowest speed of the static speed profile, mode ceiling speed, traction maximum speed, TSR, level crossing speed, etc.
1:02 => stop aspect & obstacle might be stationary but "any vehicle" is not necessarily stationary.
I wonder if they really meant to include vehicles moving towards or flanking the OS-train. (Which speed would be appropriate for the driver of an OS-train including this?)
In Poland, when a train stops at a platform (in a station not at a simple stop), the MA changes from exit signal into train front. After the exit route is set, then the OBU/DMI goes into OS mode. When the train passes the exit signal, only then the train goes into FS mode. It is done this way because the route in interlocking is automatically released after the train stops. In Poland we don't use TAF either. So, what is it like in UK, or maybe you have some information from other countries?
That is interesting. So, if I understand right, the train reports it is at a standstill and then the RBC shortens the MA to the front of the train (estimated front or max safe front?).
When the signal clears then a new MA is issued with an OS mode profile.
Hope that you confirm I have it right.
Yes, you are absolutely right, but I don't know if its max safe end or not. I know that one of the reasons of that in Poland we don't use TAF, but at the same time, the reasons Polish IM (PKP PLK) requires it, is that after shunting movememts you don't know if the track between the train and the exit signal os free, do you could have MA in FS when something is in front of the train
If the line speed is below the ceiling speed, will the hook show the line speed or stay at the higher ceiling speed? Thanks!
It is always the lowest of the speeds so in the case you mention it would be the lower line speed.
@@johnalexander995 Thanks. Just wondered what would happen if routed from the main line into a siding etc with a speed reduction, or a TSR/ESR for that matter.
@@Subfrequenz ETCS always applies the lowest speed of the static speed profile, mode ceiling speed, traction maximum speed, TSR, level crossing speed, etc.