Rules and Guidelines
Want to participate in the discussions? Please read our Community Rules and Guidelines. Need some help? Visit Support and Answers.

  • State Not Answered
  • Locked Locked
  • Replies 13 replies
  • Subscribers 32 subscribers
  • Views 3882 views
  • Users 0 members are here
Options
You may also be interested in
This discussion has been locked.
You can no longer post new replies to this discussion. If you have a question you can start a new discussion

RCD UPSIDE DOWN ?

garywwess

Hi All,  hmm,  i have a shiny box with a plug on it..  so far so good ..except the RCD is mounted upside down, i would have thought that generically speaking ALL switches for isolation or reset would have been “lift to reset” & trip down for off but cant find anything that backs this up.. but, the wording is also upside down on this one and on another where the wording is correctly oriented it clearly states up for ON when it is obviously the other way round (proved live).. 

any reference material you can point me too..

gary

  • 0

    Block signalling seems to be a good idea.

    Fixed blocks are a bit old-hat these days - as the positioning of the signals (or rather the spacing between them/size of block) needs to be co-ordinated with the stopping distance of the trains … but that varies with the kind of train (fast expresses might have a much longer stopping distance than slow locals, and heavy goods trains might be longer still) - so you can waste a lot of potential track capacity with a fixed block system that has to to accommodate the fastest/heaviest train. Trying to introduce a new even faster trains on existing block-signalled track can be an absolute nightmare if all the signalling system has to be re-jigged (and it's not just a matter of moving a few posts around, but re-building the logic in the signal boxes too). The latest systems have no line-side signals at all - messages are passed directly to the driver in the cab electronically and spacing between trains can be dynamically varied depending on conditions.

       - Andy. 

  • 0

    AJJewsbury: 
     

    Block signalling seems to be a good idea.

    Fixed blocks are a bit old-hat these days - as the positioning of the signals (or rather the spacing between them/size of block) needs to be co-ordinated with the stopping distance of the trains … but that varies with the kind of train (fast expresses might have a much longer stopping distance than slow locals, and heavy goods trains might be longer still) - so you can waste a lot of potential track capacity with a fixed block system that has to to accommodate the fastest/heaviest train. Trying to introduce a new even faster trains on existing block-signalled track can be an absolute nightmare if all the signalling system has to be re-jigged (and it's not just a matter of moving a few posts around, but re-building the logic in the signal boxes too). The latest systems have no line-side signals at all - messages are passed directly to the driver in the cab electronically and spacing between trains can be dynamically varied depending on conditions.

       - Andy. 

    My  link paired with the era of semaphore signals  Andy  which were being discussed.

     

    Z.

  • 0

    One of my electrical lecturers at college worked on the signal system at the Severn Valley Railway, you be amazed how many times railway signalling can be referenced in a lecture about electrical theory and installation. 

    As I have passed commented about before he got us to do a Signallers exam one night “to practice our maths“, I passed with no crashes. The Head of Department did raise an eyebrow when I said about it over coffee.

Community Rules & Guidelines