Correctly stopping at red signals...

[KingboyD]

At what distance should you stop at red signals? twice now I have come to a stop at red lights on the NWM (freight 66 and 37-9 freight run) and BVE said Please go back to correct stop, I go back abit then wait and wait and wait, last night I left it over 30 mins and still no change! Is it something I am doing wrong?

 

[Juniper Driver]

It's so irritating.I had that on BVE 2.Also station stops can be a problem.

 

[class 313]

Ignore those warnings... its something more the editors themselves can explain better, but when stopping at a red, just ignore that warning.

 

[NSEFAN]

I find it's best to crawl up to red signals at about 5mph, and stop very close to them. I don't know how this compares to a real life situation, though.

Half the time, they clear as soon as the train is over the TPWS / AWS things on the track.

I left it over 30 mins and still no change!

Maybe BVE can simulate signal failures?

I went past a green signal once, only to find the TPWS was activated and my train brought to a standstill. I just thought it was a glitch in the sim...

 

[Tom]

I went past a green signal once, only to find the TPWS was activated and my train brought to a standstill. I just thought it was a glitch in the sim...

That will be the coded-in wrong side failures ....

 

[DescendingSadly]

Half the time, they clear as soon as the train is over the TPWS / AWS things on the track.

That's called an approach control signal, it brings down your speed and reminds you that you will be stopping or reducing your speed dramatically

 

[Simon_G]

Sometimes if you're early at an approach-controlled signal, it will be held at red by the ".pretrain" statement coded into the route to simulate the preceding train and will not clear as normal. In this case you should just stop at whatever distance your TOC/FOC specifies for red signals and wait for it to clear.

The "Please go back to correct stop position" message is an unwanted side effect of the dummy station used to implement approach control in BVE4 and should be ignored. You don't see it if the signal clears before you have come to the stand, which is what usually happens.

 

[DescendingSadly]

Maybe BVE can simulate signal failures?

i'dalso like to add that would be useless without interaction with the signaler

 

[NSEFAN]

i'dalso like to add that would be useless without interaction with the signaler

Well my class 323 failed with a bang once, and I couldn't call for assistance or anything, so I just thought that another kind of failure could be included too, as part of the realism. Please excuse my ignorance

 

[Juniper Driver]

Try Feltham box.

 

[The Snap]

i'dalso like to add that would be useless without interaction with the signaler

This could be implimented. As seen in the latest NWM route, signaling conversations are used when entering Brookfield yard.

As the train pulls up to the failed/red signal, a sound is played using the .announce or .doppler command. This sound would be a conversation lasting several minutes with large gaps giving time for the driver to respond (in his head anyway for BVE purposes!:-P). The signal could then be programmed to clear at a set time, so you could be sat at a signal for 15 minutes or whatever, and at all times be receiving instructions and updates on the situation though this one constant sound.

The only down side is, the sound would be about 100MB in size!

 

[ChrisCooper]

One BVE route, I think it was the old Southern Region one for BVE2, did have a signal failure, and at the signal there was a message to pass the signal at danger and proceed with caution to examine the line.
As for stopping at signals, as long as the front of the train isn't past the signal and the back of the train is clear of the overlap of the previous signal, it doesn't matter where you stop (unless of cource their is a station, in which case you need to stop at the correct position, or where the train is about as long as the signal section). Particularly on uphill gradients it's not uncommon for drivers to stop quite a distance from the signal, rarther than applying power to draw up to it, especially in areas where CSR (Cab Secure Radio) means that they don't have to walk to the Signal Post Telephone to phone the signalman. Oviously it's also useful to be able to see the signal to know when it clears, so particularly where signals are on overhead gantries drivers will also tend to stop a fair way back, wheras in other places where they are at eye level that might draw right up.

 

[66526]

Most TOCs say 15 - 20mph for going over the AWS magnet at a red. In between the AWS and the signal braking is up to the driver but of course, slamming it into full service at the last available second isn't exactly a good idea. Some companies say to stop a 'loco length' short from the signal to be on the afew side. With TOCS its 10 at the magnet and a loco length short.