Serious speed ! The HST has a few years on it now age wise , but for me it remains the pinnacle of rail engineering achievement in this country , as well as testament to the fact that there were actually some very good things about British Rail .
+none ofurbizness Thanks for your positive comment .Others seem to have forgotten just how long these great machines have been in service , and what still makes them very special.
The reason they accelerate quite slowly is cause they were built for long distance fast cruising without that many stops. Much nicer to travel on than a multiple unit with underfloor engines though.
@@milkandduckrailway323 it had C-APT, more a speed supervision system than full in-cab signalling. Drivers still had to drive according to lineside signal aspects.
The AWS (Advanced Warning System) Alerts the driver that the signal approaching is either a proceed, preliminary caution, caution or a danger aspect. Also it alerts the driver when there is a TSR (Temporary Speed Restriction). Then there is the DVD (Drivers Vigilances Device) which the driver has to keep there foot pressed down at all times. But if they don't move any controls etc after one minute it will beep. Which the driver has to take there foot off the pedal then re apply in 60 seconds.
The joys of Train Simulator 2020. Straight away I spot the Master key, the reverser, brake and throttle. I drove this train from London to Reading at 155mph and it didn't de-rail. 🎺
I recall once a conversation in the booking on point in Derby. A guy was bragging he had managed 96mph over the summit at Sharnbrook in a Princess class steam loco on his simulator. An 'old hand' driver replied "Bollocks". "No, I did!" said the first driver. "But it's not possible" said the second driver "and the reason I know is because I have driven a REAL Princess over Sharnbrook and the maximum I got out of her was 72". I PMSL.
I reckon that if the driver fails to hit the bell after it goes off every now and then the train must go into emergency brake or something like that if I'm not mistaken.
You are mistaken, the bell is a ‘Green’ signal indication from the AWS equipment, therefore no action is required from the driver, none at all. A “HORN” sound refers to a restrictive Signal/AWS indication: a red aspect, a single yellow or a double yellow, which then requires the driver to cancel the AWS. If he does not, the brakes are applied automatically. Again, a ‘bell’ AWS indication requires no interference from the driver. DSD is another sounding system altogether, hence the three tone bleeper. DSD reacts to the lack of inputs from the driver. For example, if the driver does not use the throttle (either more or less power) or brake, even the horn, within a set time, DSD will activate the three tone bleep you heard. If the driver fails to press the pedal at his feet, the emergency brakes apply. I’ve heard some drivers call DSD, the ‘Annoying Budgie’. Not hard to see why.
Yes, depending on the model of the train... Some have traction control programs to prevent the wheels slipping when the train is at high power at low speeds. Very difficult. Failing the test 3 times means you can never apply to be a driver again.
This message only applies if the person shooting this video is unotharised to do so. I understand the desire to ride in the cab for an enthusiast, HOWEVER you have to realise that you are risking the driver's job if you get caught. have you realised that you may possibly not get a drivers job yourself! Silly mistakes can cost you big time!
Handy video this as it shows how to pull away in a hst correctly, I wondered if notch 1 was used or whether you'd go straight into notch 2 from a standing start. Been using the same technique when driving the hst in train simulator, I like to keep things as realistic as possible in the sim.
Notch 1 until amps start building up, then select 2, 3 or 4. Kinder to the electrics, gives time for both power cars to start motoring and kinder to passengers as it prevents snatching. When starting away from a station, wait till train length clear before selecting notch 5 to minimise smoke n noise.
@@milkandduckrailway323 it can cause wheelslip, for more explanation search on Google or Wiki or have someone else explain it. One of the ways to counter it is either sanding or more axles on the train bogies, but electric trains nowadays are able to exert alot more power (sometimes even full power) without wheelslips.
is there any wheel slip increasing power to max, at low speed ? I read that HST must maintain the third notch till 30 mph. I'm not a drive, so I don't know :) . How difficult is become a driver in uk ? I'd be happy to drive just a 150 :)
Wheelslip under power can happen on any train anywhere when railhead isn't good. How that is controlled depends on the type of train. HSTs and all newest train builds with electric transmission have a WSP system that corrects slip/ slide automatically and it's usually best that the driver lets WSP do its job. Not true about notch 3 and 30mph; there's nothing wrong with using maximum power until reaching whatever the speed limit is then powering down - which lower notch (or 'off') is selected to maintain that speed depends on the gradient.
Which electrified line is it one? If the HST is an East Midlands it will be somewhere between St Pancras and Bedford, because Bedford is where the electrification ends.
The video starts at signal WH101, which is the platform starter signal on Platform 5 at Luton Station in the down (northbound) direction. This platform is on the down fast, so would normally be used by any northbound HSTs.
AWS goes off on approach to each signal fitted with it. The driver vigilance device goes off at intervals (varies by train type), usually if none of the controls has been touched within that time. Driver cancels the vigilance by releasing then depressing the 'deadman's pedal', if not done within about 3sec the emergency brake applies.
@The22clowns In my country to learn drive a train need 3 years at least(In mean time you can still be second driver in freighters), in Britain: actually I don't know.
@@formidable38 The XPT, only 3 or 4 years younger, has a much less utilitarian cab. Presumably the Aussies spent a bit more on it, in part due to the much longer journeys, harsher conditions and poorer track.
DMHDTrains - Too the everywhere Nope, Midland Mainline did it after privatisation. InterCity only tested a VP185 on one unit as a test to see what is the best upgrade for the Valenta. This unit ended up with Great Western and ended up being given an MTU in the mid to late 2000s
I'm a bit puzzled on the throttle Notch position departing. After placing the reverser in the forward position, the driver places it into Notch 1, then into Notch 2, then 3 and so on. What's strange in this case is that between Notch 2 and so on there's NOT a 10 second delay. The puzzling thing is that the driver places the throttle on Notch 1 then there's the 10 second delay and starts reving as he places it into Notch 2 followed by Notch 3. I thought Notch 1 is like idle it doesn't rev the engine up, it just sends some amps to the wheels to get some movement. Please explain if you know where I'm coming from. Thanks.
It's to prevent a jerky start and possible overload of the electrics. Select notch 1, pause a few seconds while the ammeter shows current building up then select higher notches one by one. Some TOCs instruct not to select full power (notch 5) until rear power car clear of station platform; this is an environmental (noise/ fumes) thing.
@@ChangesOneTim depends on the Driver. While good practice might be exactly what you describe there's no reason why the Driver couldn't select notch 5 straight away if he wanted to
