train controls

[badassunicorn]

Hello! I have a quick question about power and brake controllers. I've noticed on LU stock and for example german stock, the driver takes power by pushing the CPBL forward, and to brake pulls it forward. This is exactly opposite to how mainline stock in the UK works. It makes sense to me for it to be the way it is, whereby on older stock with separate levers, to emergency stop you push both forward and thats that. Same with stock with CPBL's, you just slam it forward and hope for the best. Also I see how this might benefit if the driver has a heart attack for example and slumps forward. My question is, how long has it been like this on UK mainline stock, and what are the benefits of having it the other way round as on LU stock? If there are any benefits at all!

 

[Bigfoot]

All LU stock has dead man handles AFAIK.

 

[najaB]

Also I see how this might benefit if the driver has a heart attack for example and slumps forward.

Though not so helpful if the driver falls backwards... I don't believe it was a serious consideration either way.

 

[notadriver]

I believe everywhere else in the world is the opposite way to Britain.

<edited> Japan seems to be the same as UK too.

 

[hurricanemk1c]

LUAS trams in Dublin is power forward.

The main line stock is pull back for power and brake, when seperate controls. Pull back for power if on a combined power/brake controller

 

[Dstock7080]

On two handle LU Stock power was applied by the Master Controller by rotating it clockwise, brakes were applied by pulling the brake handle in an anti-clockwise (towards driver) direction.

On 1967/'72/'73/C Stock the Traction Brake Controller was also rotate clockwise for power, anti-clockwise to brake.

Later 1983/'86/'92/'95/'96/'09/D/S Stocks have forward/aft Traction Brake Controllers, forward power, pull back for brake.

LU Stock have the deadman device fitted to the TBC.

 

[edwin_m]

LUAS trams in Dublin is power forward.

As are other trams, certainly including the Croydon and Manchester ones.

 

[tsr]

I have been led to believe that the best option is/was to have the brakes activated by pushing away from you, because apparently it is most instinctive to push a "bad" situation away from you and thus pushing away should activate some sort of safety/protection mechanism. But I'm really not sure how true that actually is!

 

[Bletchleyite]

Or perhaps if you are being thrown forward by heavy braking, the braking will increase not decrease?

 

[W230]

Or perhaps if you are being thrown forward by heavy braking, the braking will increase not decrease?

You don't really get thrown anywhere by heavy braking on a train (emergency included!)

 

[starrymarkb]

I have been led to believe that the best option is/was to have the brakes activated by pushing away from you, because apparently it is most instinctive to push a "bad" situation away from you and thus pushing away should activate some sort of safety/protection mechanism. But I'm really not sure how true that actually is!

Same is true for Aircraft to some extent. Prop aircraft are designed so mixture, throttle and prop pitch are all push to give maximum power. The reason being that one hand can shove all three forward quicker then pull them back. (Most Airliners usually have a push button to do the same) - in an aircraft the main way out of trouble is full power.

 

[TDK]

Class 67 locos are push forward to take power where as a DVT is to pull back on the power controller to take power, this in turn can be at times quite confusing until you get used to it. All units & Locos I have driven are all push forward to apply the brake.

 

[Strat-tastic]

Or perhaps if you are being thrown forward by heavy braking, the braking will increase not decrease?

Perhaps if you're pinned back in your seat due to high acceleration you won't be able to push it forward to engage the brakes...