Driving the Class 323 for BVE4 (version 4)

The 90mph Class 323 units were built by Hunslet Transportation of Leeds during the early 1990s to replace older trains on intensive suburban services around Manchester and Birmingham.  To ensure timekeeping on routes with frequent stops, they have lightweight aluminium bodies and use AC traction motors controlled by inverters (which produces the characteristic 'Magic Zanussi' sound as they pull away from stops) and regenerative braking.  Class 323s are currently used by Northern Rail and by Central Trains under the 'Centro' brand.

This model is an update of the existing BVE4 model with the latest version of the UKMUt plugin that provides a number of new features for enhanced realism, including:

• additional starting conditions
  
• working windscreen wipers
• fully modelled pantograph with
• pantograph up/down features
• realistic behaviour at neutral sections
  
• correct interlocking with power and auxiliary systems
  
• driver operated head and tail lights with 'proving lights'

Please read through this guide before driving the train for the first time, to familiarise yourself with the train and its controls.

 You can view a quick-reference guide to driving the Class 323 at any time by using the following keys on the numeric keypad:

When the panel is first displayed, the timetable (if the route author has provided one) is visible, covering the upper right part of the screen.  It can be hidden and redisplayed by pressing the [F3] key.  To zoom in on the timetable, press and hold [F4].

When you join the train, it will be in one of three conditions, selected by the author of the orute you are driving:

Shut Down

Changing Direction

Neutral

Follow the instructions below to prepare the train for departure:

To activate the control desk:

1. Move the reverser ([up-arrow] key) from off to forward and back again (the reverser is now in the neutral position).  Immediately you will see:
• the AWS/TPWS self test sequence begin


2. If the pantograph is already raised, you will also notice
• the Driver's Reminder Appliance (7) illuminates
• the sound of the fans starting up


3. The AWS/TPWS self test runs quickly through the following stages:
• the AWS indicator (4) turns from black to the 'sunflower' and returns to black;
• the lamps on the TPWS panel (6) are illuminated;
• the AWS warning horn sounds.


4. Press and release the AWS reset button  ([Insert] key) to:
• stop the warning tone;
• change the AWS indicator to the 'sunflower' again;
• extinguish the lamps on the TPWS panel.
  

Note - until the AWS reset button is pressed and released, the brakes are held on and the unit cannot be moved.

To raise the pantograph

Note - the pantograph cannot be raised unless the train is stationary, the power handle off and the reverser in neutral.

1. Press the Pantograph Up/Reset button ([2] key). You should hear the noise of the pantograph being raised: if not check the positions of your reverser and power handle!


2. After a few seconds, you will hear brief sparking as the pantograph makes contact with the overhead supply;


3. You will also notice
• the Driver's Reminder Appliance (7) illuminates
• the sound of the fans starting up

Setting the headlights

1. If necessary, press [4] to switch off the tail lights;
   


2. Use the headlight switch ([5] key) to set the appropriate lights:
• for daytime services press once to set 'headlights, day'
• for night services press three times to set 'headlights, night'

The headlight switch (10), taillight switch (11) and proving lights (12) on the panel change as you press the keys.  Note that the headlight switch is a rotary switch and will cycle repeatedly through the available settings if you continue to press it.

Note on the DRA

Network Rail rules require that the DRA be switched on whenever the driver leaves the cab, so whichever condition the train is in when you join it, you will find that you have to switch off the Driver's Reminder Appliance (7) before starting.

Before driving away

1. Set the reverser to forward in order to engage the door interlock and prevent the train from moving until the doors are closed.

2. If the starter signal is not showing red, you may switch off the Driver's Reminder Appliance (7) by pressing [space]; otherwise wait until the signal clears to yellow.  The DRA illumination is extinguished when you switch off.
   


3. Wait for the Guard's buzzer signal before driving away.
   

Notes on using the BVE 'restart' and 'jump to' features:

When the you use the BVE restart or  jump to features, the plugin automatically selects the correct starting state:

• following restart or a jump to the originating station, the starting state specified in the route file is selected
• following a jump to any other station, the train is restarted in the neutral state described above
  

Important - after using jump to

Following a jump to, you must ensure that the controls are resynchronised with the plugin by

1. returning the reverser to neutral
2. applying full service brakes

Failure to do so may mean you cannot start the train!

Starting Away

1. Wait for the Guard to give the starting signal (two buzzes);
2. Check that the starting signal shows a proceed aspect (i.e. is not red);
3. Reply to the Guard by pressing the [6] key twice;
4. Ensure the reverser is in forward and release the brakes and apply power by pressing [Z].

If the train does not start:

• check that the Driver's Reminder Appliance (7) is not illuminated: if it is, ensure that the starting signal is showing a proceed aspect (i.e. is not red) before pressing [space] to turn it off
• if you have just performed a jump to operation, make sure you have followed the instructions given above.
  

Using the power handle

The Class 323 is fitted with a combined power and brake handle, with four power notches (see below for information about braking notches): the model correctly represents this and features an animated handle (1).  To operate the handle:

• press [Q] to increase braking (or reduce power)
• press [Z] to increase power (or reduce braking)
• press [A] to move the handle towards the centre OFF position
  

Braking

The combined power and brake handle (1) has four braking positions, giving service braking steps 1, 2 and 3, and emergency positions; the brakes are released in the centre OFF position and in all power notches.

The Class 323 features regenerative braking: by using the traction motors as alternators the kinetic energy of the train is returned as electric current to the overhead supply for use by other trains on the system.  At low speeds, or if the overhead supply cannot accept regenerated current (because no other trains in the area are motoring), the brake controller automatically blends in air driven disc brakes to give the required amount of braking. The brake cylinder gauge (2, right hand needle), shows the current air pressure in the brake cylinder, which is related to the brake notch selected, but will also vary with train speed as the brake controller blends the two braking modes. BVE models this correctly and you will see the needle rise as the train comes to a stand.

Note that typically drivers use only Step 1 or Step 2 in service, and Step 3 only as a backup.  To ensure a smooth stop, reduce the amount of braking just before the train comes to a stand.

Stopping at stations

Unlike BVE2, BVE4 does not provide an indicator to help you stop at stations.  You will need to learn the route and practise driving the train in order to stop smoothly and precisely.  Fortunately, BVE4, does allow route authors to specify what the acceptable limits for stopping at each station are and they are usually more lenient than the limits in BVE2.  Most routes also have a marker at the correct stopping point (though they can be prototypically hard to see!) : on British routes be sure that you know how long your train is, so that you know which of the numbered stop plates applies to you.

If you stop too far from the correct position, BVE will display a message asking you to move forward or back as appropriate.  On suitably equipped routes, the Class 323 also plays the correct Guard's buzzer signal:

• six beats - draw forward
• three beats - set back

If you hear either of these signals, acknowledge it to the Guard using the [6] key, before moving the train.

Operating the doors

Normal operation by the Guard

The model is configured so that the Guard will normally operate the doors; on suitably equipped routes the plugin will also ensure that the open and close sounds are played on the correct side.  Interlocks prevent you from starting the train until the doors are closed - signalled by the Doors Closed indicator (16) being illuminated.

Note - the doors cannot be opened or closed if power is unavailable because the pantograph is down. If you have not raised the pantograph by the due departure time of your train, the Guard will close them as soon as power is available.

Note on door reopening by BVE

The repeated reopening of the doors before departure is an annoying feature of BVE4.  On this train, the plugin plays the door close sounds only when it is notified by BVE that the doors have finally closed, so you will experience 'door thrashing' merely as an extended station stop.

Driver operation of the doors

It should not normally be necessary for you to operate the doors yourself.  If you wish to do so, however, first ensure that BVE is in Developer Mode, then

Either:

1. Press the [F6] key to start the BVE door open/close sequence (note - there may be a delay of a few seconds after you press [F6] before the doors close: this is a feature of BVE).  The plugin will ensure that the doors are opened on the correct side.
   

or

2. Control the doors directly by pressing:
• [8] to release the doors on the left side
• [0] to release the doors on the right side
• [9] to close the doors before departure time
  

• you are responsible for releasing the doors on the correct side
• if you use the [9] key to close the doors before the due departure time of your train, the plugin will release the interlocks and allow you to drive away, but you must press [F6] to clear the resulting BVE error messages at the top of the screen, otherwise BVE will not release the doors at the next station stop.

To set BVE to Developer Mode:

•  right click and select Option... from the popup menu
• select the User tab on the dialog box that appears
  
• click the Developer option
• click OK to complete.

Interlocks

The Class 323 is fitted with several prototypical interlocks to increase driving realism:

Power Interlocks:

Until the pantograph is raised:

• the DRA (7) and proving lights (12) will not illuminate, regardless of the corresponding switch settings
• the doors will not close
• if you forget to raise the pantograph when you join a shut-down train, the Guard will not close the doors and give the ready to start signal until the pantograph is fully up and power is available!

Door Interlocks

So long as the reverser is in forward or reverse, the brakes are held at full service while the doors are open.

Reverser

If you move the reverser to neutral while the train is in motion, full service brakes will be applied.

• move the reverser to forward again to release the brakes
• move the power handle to off before reapplying power

Lowering the pantograph

There is no interlock to prevent you lowering the pantograph while the train is in motion!  If you inadvertantly do so, the train will be braked to a stand; remember that you must ensure that:

• the train is at a stand,
• the power handle is off,
• the reverser is neutral,

before you can attempt to raise the pantograph.

All the safety systems currently in use on Network Rail trains are modelled:

• AWS
• TPWS
• The Driver's Reminder Appliance (DRA)
• The Vigilance Device

AWS

AWS (Automatic Warning System) is a relatively old system that dates from the 1950s.  It uses a magnet placed between the rails before a signal to operate a receiver on the train and inform the driver of the state of the signal using audible signals and the AWS Display (4) in the cab; it is also used to warn of approaching speed restrictions.  The Class 323 accurately represents the behaviour of AWS on a TPWS-fitted train, which differs in some details from that of a non-TPWS-fitted train.


On approaching signals, you will see the (usually) yellow magnet, placed between the rails about 200m before the signal.  Your actions depend on the aspect the signal is showing:

If the signal is green (or semaphore distant at 'clear')

• the AWS display (4) changes to or remains black
• a bell or electronic 'bing' sounds (the Class 323 uses the electronic tone)
• you need take no action

If the signal is red, yellow or double yellow (or semaphore distant at 'caution')

• the AWS display changes to or remains black
• a warning horn or electronic tone sounds continuously
  
• you must press and release the AWS reset button ([Insert] key) within 2-3 seconds

When you have pressed and released the reset button

• the warning horn is silenced
• the AWS display changes to the black and yellow 'sunflower' to remind you that you may be approaching a red signal.

If you fail to acknowledge the AWS warning within 2-3 seconds

• the brakes are applied fully
• the TPWS Brake Demand lamp (see below) flashes
• the warning horn continues to sound
  

If you now press and release the reset button

• the horn is silenced
• the TPWS Brake Demand lamp changes to steady illumination
• the AWS display changes to the 'sunflower'

The brake application is maintained for a period of one minute, after which it is released automatically and the Brake Demand light goes out.  You may now restart the train.

Remember - you may have to return the power handle to off to release the interlock before reapplying power.

'Fixed' AWS magnets

Fixed AWS magnets are not controlled by a signal and are used to warn of the approach of a speed restriction.  They always cause the warning horn to sound and must be acknowledged to avoid a brake application.

Sometimes on single lines, a fixed magnet applies only to trains travelling in the opposite direction, indicated by a cancellation board (right).  However, you must still acknowledge the warning to avoid a brake application.

TPWS

AWS gives the same warning for red, yellow and double yellow signals and in the past this has led to confusion; in addition it does not actually prevent a train from passing a red signal (an event known as a SPAD - signal passed at danger).  To give improved protection against SPADs, TPWS (Train Protection and Warning System) has been introduced onto Network Rail in the past few years.  It aims to stop trains either before a red signal, or within the safety zone beyond the signal known as the overlap, which must always be clear before a train is allowed to approach the signal.

TPWS works using induction loops set between the rails and a receiver on the train.  There are actually two types of TPWS installation:  the Overspeed Sensor (OSS), which stops trains that are travelling too fast, and the Trainstop Sensor (TSS), which stops trains that pass a red signal. These are described below.

Not all signals have yet been protected with TPWS: it was initially applied where a SPAD would cause a particular danger of obstruction or collision.  It has also been used to enforce speed limits, particularly on the approaches to terminal platforms and buffer stops.

TPWS Cab Equipment

The TPWS panel is situated on the right of the Class 323 cab and consists of: the Brake Demand lamp which is illuminated when TPWS has caused a brake application the Temporary Isolation lamp which indicates that TPWS equipment has been temporarily switched off the TSS Override Button which is used to allow a train to pass a signal at danger with the signaller's permission.

Overspeed Sensor (OSS)

The Class 323 features rain and working windscreen wiper on suitably equipped routes.  When rain begins to fall, you will see and hear raindrops appearing on the windscreen - the intensity of the rain is set by the route author, but also increases with train speed.  To wipe the windscreen, press the [Home] key once to select normal wiper speed; press again if fast wipe is required.  Press [End] to slow down or stop the wiper - note that it will always return to its normal parking position before stopping.

Dry windscreen feature

Beware! If you leave the wipers on while the train is in a tunnel, or if the rain stops, the windscreen will become dry and the normal swoosh of the wiper will change to an annoying (we hope) squeak.  In light rain you may find yourself constantly switching the wipers on and off - don't forget to look out for signals :-)

Rain and framerates

The bitmaps used to display raindrops can cause a significant fall in framerates on some computers.  It helps to turn on the wiper and remove the drops!

When you reach the end of your duty, you may partially shut down the train before leaving the cab:

1. Apply full service brake
2. Turn on the DRA by pressing [Space]
   
3. Set the reverser to neutral
4. Press [4] to switch on the tail lamps
5. Press [5] until the headlamps are off (check the proving lights 12)
6. Lower the pantograph if desired by pressing [3]

We hope you have enjoyed driving version 4 of the Class 323 for BVE 4.  Remember that BVE 4 trains are under continuous development - keep checking for updates at  www.trainsimcentral.co.uk  and on the BVE forums.

---