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Driving a measurement train - any different?

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Egg Centric

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I know that for obvious reasons there are specific signalling instructions. But are there any specific instructions for driving measurement trains (eg NMT)? I could intuitively see for example that they may be better at measuring some "track stuff" (technical term) if they're at enough speed to "feel it" but low enough to not "smooth over it" (more technical terms). On the other hand, maybe the equipment in them - or the things it's actually measuring - is too sophisticated for this to matter?
 
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themiller

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Two that I can think of are the ultrasonic test train and the laser structure gauging train have a limit on how fast they can travel when working. The reason for these is the granularity of data results - if the train is moving too fast, fine detail can be missed.
 

bengley

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NMT/PLPR trains are driven at the maximum permissible speed for that type of traction (125mph for the NMT, 100mph for PLPR with power cars, or 80/90mph with 37s depending on the loco and 90mph with 73s).

UTUs are driven at 30mph maximum when testing.
 

fgwrich

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Indeed, it can be quite a tedious night if you’re spending large parts of the night driving everywhere at 30mph. Though luckily the drivers don’t have to put up with the quirks and drafts of the cabs of 31s anymore.
 

D365

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NMT/PLPR trains are driven at the maximum permissible speed for that type of traction (125mph for the NMT, 100mph for PLPR with power cars, or 80/90mph with 37s depending on the loco and 90mph with 73s).
Has it ever happened that a driver has ’forgotten’ they have an 80mph 37/4 on the tail of their consist?
 

tramdan

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Has it ever happened that a driver has ’forgotten’ they have an 80mph 37/4 on the tail of their consist?
If I’ve learned anything in my railway career it’s that if you can imagine something happening, then it probably has at some point. But it would be inappropriate to comment as to if something like this has actually happened.
 
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