Platform Stopping Technique

[BR Class 1.618]

Hello, all!

I know this question has probably been beaten to death, but it doesn't ever seem to get a clear answer anywhere else: what is the best (general) technique for stopping at stations? I do know that practise makes one perfect, but what is the best method for when you are new and have no experience? What would a good driver trainer tell you to do?

Any replies would be greatly appreciated.

 

[142094]

Early and light braking, just in case there is wheelslide on the approach to the platform, and depending on the condition of the brakes. Of course what is recommended and what happens in practice are two entirely different things.

 

[O L Leigh]

You'll generally be given an initial braking point for each station and then maybe some other landmarks to help you judge the braking. For example you might be told to brake going over the bridge, aim to be at around 50mph at the signal before the platform and then 30mph as you hit the ramp at the start of the platform, and then you'll be told how far along the platform you should aim to stop or where the "car stop" marker boards are. After that it's simply down to gaining experience and getting a feel for the braking yourself and then adapting the technique for what feels most comfortable for you. Every driver is different and will have a slightly different technique.

You have plenty of time to practice, though. Every route you will drive you will have to learn, so you will get loads of practice in the company of other experienced drivers over the course of days or even weeks depending on the length and complexity of the route.

O L Leigh

 

[RPM]

I was taught to aim to be in the 20-25 mph range at the beginning of the platform as a rough rule of thumb. That seems to work OK for me but O L Leigh's 30 mph is equally valid. There are lots of variables to take into account so after learning the braking points for each station you need to apply some judgement to allow for gradient, brake performance, adhesion etc.

 

[Mintona]

I was taught to aim to be in the 20-25 mph range at the beginning of the platform as a rough rule of thumb. That seems to work OK for me but O L Leigh's 30 mph is equally valid. There are lots of variables to take into account so after learning the braking points for each station you need to apply some judgement to allow for gradient, brake performance, adhesion etc.

It does depend what you drive, and lengths of platforms. I used to drive long electric trains on 12 car platforms, and thought nothing of hitting the platform at 30-40 or even 45mph. Nowadays I drive short diesel trains and don't like hitting the 4 car platform at much more than 20.

 

[HarleyDavidson]

When I first started we didn't have DI's or Minder Drivers like now, we were passed out on MP12 and then sent out route learning.

The driver of the train would then supervise you and as RPM & O L Leigh said it was a run in at between 25 & sometimes 30. Now with numerous years experience, I can run in at up to 50 with the superior braking capabilities of the 444/450 fleet & still at 45 with a 455, but the braking techniques & instructions have changed a lot since I was a learner driver.

One of the principal changes is with 3 step brakes, you now use step 2 as initial, whereas I was taught step 3! I still use step 3 initial if I'm running late, however, I also use common sense when it's damp/drizzly or during leaf fall and brake earlier & lighter and the timetable may well go out of the window to ensure a safe stop.

 

[RPM]

Policy on braking technique has changed over the years with the advent of Defensive Driving, but it also seems to vary from TOC to TOC. In BR days the instruction was to commence braking in step 3 and then ease off to step 2 and then step 1 as the train came to a stand. These days we are told to do the majority of braking in step 1, only using step 2 for fine tuning and step 3 for correction of more serious misjudgements. On a download, if you have used step 3 more than a couple of times in a journey it will be questioned.

There is an easement on this instruction for poor adhesion situations as 165s and 168s will not drop sand in brake step 1 so more liberal use of step 2 is allowed. (braking should still be commenced early and in step 1 though). If loss of adhesion is prolonged then the instruction is to go straight into step 3 if approaching a station and straight into emergency if approaching a red signal.

 

[cossie4i]

Depends on lots of things to be honest, platform length, stock your driving, stopping point on the platform, rising/falling gradient the list goes on.

Just do what YOU are comfortable with.

 

[Kneedown]

When actually coming to a stand on a tread brake fitted unit such as a 150-156 (Brake blocks as opposed to discs and pads) it is good practice to release the brake an instant before coming to a stand, re-applying on stopping. This ensures a smooth stop. It's not normally an issue on disc braked units like 158's or 170's, but we do use the same procedure on HST's.

 

[BR Class 1.618]

Thank you all for the fantastic replies.

Also, what are the biggest differences from braking on a Class 444/450 compared to a 150/156?

 

[driver9000]

Thank you all for the fantastic replies.

Also, what are the biggest differences from braking on a Class 444/450 compared to a 150/156?

A Desiro has a fully variable 'stepless' brake, you can fine tune the brake as much as you like. A Sprinter has a 3 step brake giving fixed pressure ranges of around 1-1.5 bar, 2-2.5 bar and a Full service of 3-3.5 bar. The instruction on a Sprinter is an initial brake of step 1 as they are tread brake (class 158 are disc brake so initial brake is step 2), a Desiro has disc brakes and can brake using the traction motors. Emergency braking on a Desiro is enhanced above Full service but on a Sprinter there is no enhancement apart from the brake units making the brake apply the same pressure on all vehicles (pressure is varied through a load valve meaning the more passengers onboard the more pressure sent to the cylinders).

 

[edwin_m]

It was decided in around 1994 that all new stock, and older stock that could be modified, would have an emergency braking rate of 12%g (percent of gravity), rather than 9%g for full service on disc braked stock. This ensures that the driver can't use the maximum brake power in service and then find there is nothing in reserve if something goes wrong like hitting a patch of oil on the rails. Train operator defensive driving policies have much the same purpose.

Sprinters pre-date this ruling and have only tread brakes that give decelerations of about 7%g. Even where the emergency braking rate is the same as the service, the emergency is supposed to be failsafe so no credible fault in the braking control system can interfere with it.

 

[Kneedown]

Driver 9000 puts it very nicely.
Just to add that there being no difference in brake pressure between step 3 and Emergency on a 15X, the Emergency setting earths train wires 23 and 24, thus ensuring that any rogue electrical feeds do not impair braking performance.

 

[BR Class 1.618]

To extend my question even further: what is the prescribed initial setting level for the Desiro having no steps as reference? (I know, I'm full of simpleton questions, but everyone seems to know the answer to all of the ones I have asked hitherto... )

 

[HarleyDavidson]

The instructions recommend an initial application of 50%, however I have found that through experience that can be too much and can cause problems.

In leaf fall, I use the grey matter and do a light application to see what happens, no WSP light, then increase incrementally, lighter & earlier. If you remember that there was nearly a collision at Esher a few years ago with a couple of desiro sets, well that resulted in a change to the braking software and instructions for low adhesion conditions.

In dry weather the initial application is normally 50%, but again I have found that can be overkill, so I let route knowledge & experience deal with each stop & situation separately.