Watton-At-Stone signalling

[Basil Jet]

Looking southward from Watton-At-Stone you can see at least half a dozen red lights on the west side (i.e. facing north alongside the northbound track). There is another light facing north on the southern end of the northbound platform. By contrast, the southbound track has no light at the end of the platform and only one light visible in the distance. Why does the wrong road need so many lights and the right road need so few?

 

[Alfie1014]

I think is due to being the test bed for ETCS (European Train Control System) testing.

 

[zwk500]

Why does the wrong road need so many lights and the right road need so few?

According to Open Train Times, there are the same number of signal sections around Watton at Stone for train in both directions. https://www.opentraintimes.com/maps/signalling/ecm1#LINK_3

Is the visibility the problem rather than the number of lights?

 

[Railsigns]

This photo looking south from Watton-at-Stone station shows the closely spaced signals. The idea is to represent a long length of railway, compressed into a short distance.

 

[Bald Rick]

it is indeed a test site for ETCS. I have cab ridden the down line, in the up direction (ie the line with all the signals), at 30mph, about 3-400 metres behind another train doing the same. Quite an experience.

 

[Magdalia]

If I remember right, the testing was done on the down line, often between the weekday peaks.

While the down line was being used for testing, the normal service ran on the up line with single line working. Prior to the 2018 Thameslink timetable changes there was only one passenger train in each direction per hour between Hertford and Stevenage, plus a few freights.

 

[Bald Rick]

If I remember right, the testing was done on the down line, often between the weekday peaks.

While the down line was being used for testing, the normal service ran on the up line with single line working. Prior to the 2018 Thameslink timetable changes there was only one passenger train in each direction per hour between Hertford and Stevenage, plus a few freights.

correct, although strictly speaking, bi-di signalling on the up line, rather than single line working.

It was quite peculiar travelling down the down line, whilst being overtaken by a down train on the up line.

 

[bramling]

it is indeed a test site for ETCS. I have cab ridden the down line, in the up direction (ie the line with all the signals), at 30mph, about 3-400 metres behind another train doing the same. Quite an experience.

Am I correct in recalling that the close spacing of the signals was to emulate the Thameslink core? This sounds logical, but I’m not sure if this is fact or urban myth!

 

[swt_passenger]

Am I correct in recalling that the close spacing of the signals was to emulate the Thameslink core? This sounds logical, but I’m not sure if this is fact or urban myth!

I found a fairly technical description of the “ETCS National Integration Facility” ENIF, (from 2015), it mentions at section 3.7 that initially it was set up as a test route for the Thameslink core ETCS Level 2 overlay that works with conventional signals in place, and as we know Thameslink has very close signal sections including some mid-platform closing up signals.

(By “fairly technical”, I mean way over my head… )

Currently ENIF is being used by the Siemens and NR Thameslink team to test the overlay ETCS Level 2 system and Automatic Train Operation (ATO). Within the Thameslink scheme, conventional lineside signals will remain for a ‘degraded mode’ option, but movement authorities will be issued by the RBC to the Siemens Desiro City Class 700 train. The ATO system will automatically drive the train according to the MA following an energy-efficient speed profile, it will also open the doors and help to minimise station dwell and dispatch times. In this way, NR aims to achieve a capacity of 24 trains per hour through the Thameslink core area, as well as reducing energy consumption by ATO efficiently driving. This system is currently under test at ENIF, using the Class 313 test train. In April 2016, the Siemens Class 700 train will be introduced at the test track to start full system testing before moving to the core…

Knowledge Base: ASPECT 2015 Conference (UK)

STARTS WITH: THE ASPECT 2015 Conference took place in London in September 2015. 24 papers were presented by authors from around the world. All the papers are listed below. In addition, a selection of the papers are available with abstracts in this database - click here to view the list.

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