Protected Manual (PM) Slower than existing signal?

[jubileedaf]

Is it just me or does anyone think the train service will be slower than ever when we are driving in PM? I mean it's slow enough as it is when we know where the signals are. Be prepared for mega delays until we go full ATO!!( When ever that is lol). Especially for some operators that struggle with looking straight ahead at the moment and driving, imagine if they had to pay more attention to the TOD as well as driving. There will be trains all over the place driving at 5mph because they haven't got down to the target speed in time. Oh well I suppose it will be a laugh to see what goes wrong!! ( I think I'm a man of little faith lol)

[londonstuff]

Could you explain this in a little more detail please - not sure I understand about PM, TOD, etc. Sorry!

[jubileedaf]

Well basically TOD = Train Operators Display an LCD screen put in place of the existing speedo. Train operators use it to know the speed and target point they must travel to. The target point is a place a train can be safely operated to e.g safe distance from a train ahead or a platform stopping mark or an RM hold board etc. This is what we will use instead of the conventional signals. It also can give us information from the Line Control at Neasden such as Relief Point, TSR's (Temporary Speed Restriction), Hold, Skip next station etc. It also gives us a dwell time count down at platforms. There are also audible warnings (which if they go with the ones they played on the training course are like really irratating polyphonic mobile phone tones).

PM = Protected Manual this means the train is operated by the driver at normal line speed. Using the TOD to know speed and stopping points etc. The train is protected by the VCC ( vehicle control center) at Neasden. If the train exceeds target speed or target point the EB (emergency brake) is applied. There are aother instances and ways for the EB to operate but too many to got into.

RM = Restricted Manual the train is operated at a speed no more than 17kph. The train is still protected from following trains but it can't be stopped by any one apart from the driver. Hence there is a strict operating procedure which must be aheard to.

What I was getting at in the first post was that with the conventional signal system (fixed block), unless something out of the ordinary happened like a track obstruction etc, we know when and where to go and stop which never changes. With the new Loop system (Rolling Block) it constantly changes so we will be paying a lot more attention to the TOD in order that the EB isn't applied thus spending less time conserntrating on the road ahead. So basically what I am getting at is that I reckon there'll be a lot of trains driving at 17kph having exceeding the target points. Hope that cleared things up

[Dmitri]

jubileedaf said:

PM = Protected Manual this means the train is operated by the driver at normal line speed. Using the TOD to know speed and stopping points etc.

In a nutshell, it is how our newest ATS work (ARS 6-1 and ARSD 6-2 'Dnepr', unlike earlier ones, allow colour light signals to be normally extinguished), and they do work pretty well .

[superteacher]

I'm assuming that PM is similar to CM on the Central? The Central only goes up the wall when a train cannot receive any codes, then it's driven in RM i.e. very slowly!

[metman]

Sounds like a receipe for disaster!

[jubileedaf]

well allegedly it's the same system used on the DLR.. but they'll need to get the Connect Radio's sorted pretty quick or there'll be some pretty tired Station Supervisor's having to walk down tunnels to give us authority to proceed in RM!! Especially Canary Wharf to Canada Water and Baker ST to St Johns Wood....lol