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Section 18; pages:
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Section 18: Signs in Electrified Areas
(Page 1 of 2)
The North Eastern Railway had electrified some railways around Tyneside in 1904. Drivers of electric trains were required to shut off the power after reaching full speed and allow the train to coast as much as possible. A diamond shaped board with a red border [18.1] was installed at the point where the power should normally be switched off, under normal conditions with a fully loaded four-coach train. A diamond shaped board with a green border [18.2] marked the point where the power could be switched on again.
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[18.1] 'Switch Power Off' Board (NER).
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[18.2] 'Switch Power On' Board (NER).
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There was a requirement on electrified railways for telephones to be provided at the lineside at no more than 500 metre intervals. When the Manchester-Sheffield-Wath line was electrified in 1954, electrification telephones were identified by a sign similar to the signal post telephone sign (see [9.14]) but with a red band at the bottom [18.3]. This line closed in 1981. The standard sign for an electrification telephone shows a telephone handset in red outline and the word "electrification" [18.4]. The provision of NRN (see Section 19) ended the requirement for dedicated electrification telephones on AC overhead electrified lines, apart from inside tunnels.
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[18.3] Electrification Telephone (M-S-W line).
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[18.4] Electrification Telephone.
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On the DC electrified lines of the LMS, lineside signs marked the locations where the live rail is gapped [18.5]. Should there be no power in the section ahead, an indicator reading "Track Dead" [18.6] would be illuminated on the post of the protecting signal, which would remain at 'danger'. The driver had to stop and telephone the signalman if a "Track Dead" indicator was lit.
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[18.5] "Section Gap" Board (LMS).
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[18.6] "Track Dead" Indicator.
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On the DC electrified lines in the Liverpool area, special arrangements exist to advise drivers during times of reduced power supply. During periods when it is necessary to reduce electrical loading on the system, a board bearing a letter "E" [18.7] will be exhibited at the stopping point of each station within the affected section. The sign indicates to the driver that the 'series' position of the controller must be used until a station is reached where an "E" board is not exhibited.
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[18.7] "E" Board.
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A tunnel emergency wire system exists on the Northern City Line in London. When this is defective, a sign will be displayed on the headwall adjacent to the signal at the station before the affected section [18.8]. The driver should make a radio test call to the signalman before entering the section where the tunnel wires are defective.
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[18.8] 'Tunnel Emergency Wire System Inoperative' Sign.
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On lines electrified by the third rail DC system, flood indicators may be installed at certain areas susceptible to flooding. On the Watford 'New' Line, indicators were provided on the approaches to Harlesden Long Bridge. When illuminated, they displayed the word "Flood" [18.9].
On the North Woolwich line, the flood indicators at the east end of Silvertown Tunnel took the form of miniature colour light signals. Normally a white aspect was displayed [18.10] but in the event of flooding, a red aspect was displayed [18.11].
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[18.9] Flood Indicator.
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[18.10] Flood Alarm Signal (normal aspect).
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[18.11] Flood Alarm Signal ('Stop' aspect).
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For staff safety reasons, some goods yards in the Southern Region were provided with overhead wires in the 1950s. This was to permit DC locomotives fitted with pantographs to shunt in these yards without the need for a third rail. At the point where the pantograph was to be raised or lowered, a board was provided bearing an "R" on one side ('raise pantograph') [18.12] and an "L" on the other side ('lower pantograph') [18.13].
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[18.12] 'Raise Pantograph' Sign.
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[18.13] 'Lower Pantograph' Sign.
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Lineside warning signs are erected on the approach to overhead electrified lines [18.14]. The rear of the sign may be painted with green and white diagonal stripes [18.15].
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[18.14] Warning sign at entrance to overhead electrified area.
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[18.15] Sign denoting exit from overhead electrified area.
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A later design of warning sign for overhead electrified lines has a double flash symbol [18.16]. A similar sign, with the words "Live Rails", may be used to denote the approach to an area of third rail electrification [18.17].
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[18.16] Warning sign at entrance to overhead electrified area.
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[18.17] Warning sign at entrance to third rail electrified area.
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Class 313 EMUs, built in 1976/7, were capable of drawing power from either 25 kV AC overhead wire or 750 V DC third rail. These units were put to use on the North London Line, and boards were installed at each location where the pantograph has to be raised or lowered (Acton Central, Willesden, Camden Road, Dalston Kingsland and Hackney Wick) [18.18 - 18.20]. To cater for the introduction of the Class 378 EMUs in 2009, later examples of these signs bear the legend "313/378 Units" at the top.
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[18.18] "Pan Up" Sign.
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[18.19] "Pan Down" Sign.
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[18.20] "Pan Down" Sign (e.g. applicable only to trains routed to No.2 Line).
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In 1988, signs were introduced to mark the approach to [18.21] and site of [18.22] an overhead neutral section. Drivers of electric trains should reduce power when approaching a neutral section and must not stop in a neutral section, other than in an emergency.
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[18.21] Approach to Neutral Section.
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[18.22] Site of Neutral Section.
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The Channel Tunnel, opened in 1994, is electrified on the 25 kV AC overhead wire system. Since the existing railways near the U.K. portal of the Channel Tunnel were electrified on the 750 V DC third rail system, drivers of all trains running between the two systems require to carry out a traction current changeover procedure. Signs mark the point where the 25 kV overhead wires end [18.23].
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[18.23] End of Eurotunnel Catenary Supply.
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