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По умолчанию IUR Principles

IUR Principles


The International Union of Railways (IUR) in the 1950s and 1960s attempted a union-wide system of signals. But because the existing signal systems "were too well established" the attempted mega-system was not successful (Smith 1986). The IUR was able to introduce basic principles or guidelines. These were based on past efforts as well as a response to newer needs. The IUR signal principles suggest a body of common understanding even if an actual system was not possible. But they provide guidelines for expanding or making changes in existing systems and as a foundation for new systems. The research arm of IUR notes that it is more possible and necessary to create international signalling for new high speed trains (Smith 1986).

The principles include these points: the color green indicates that the track section beyond the signal is open; a train can travel at the highest approved speed for that section (IUR/UIC 1961 TISRP unless otherwise noted). Yellow "indicates a warning to stop;" presumably this can be equated with a caution signal. IUR recommends a preliminary warning signal for "the future system of signalling." (Preliminary caution/warning signals exist and date back to UK in 1922-24 (UK K&W 1963, 12; also Nock 1962) . This second yellow is in operation in several systems including that of Portugal (CP 1981, 19). Red, of course, means to stop. IUR also includes a "permissive stop" which indicates the train crew is to "stop then proceed with caution." This can be noted by a sign or by a marker lamp (some systems, including France and Canada, may confuse the issue by requiring two red lamps absolute stop and one for permissive; the reverse procedure might be closer to IUR guidelines; (BOTC 1961, 115; SNCF 1981) . An earlier IUR publication regarded red as either permissive or absolute; the current practice is that of the more recent guidelines (IUR 1951 (1) ).

Some systems, including those of Canada and the U.S., describe speeds in word values with an accompanying color indication. But if speeds are expressed according to mile/kilometer values there is less confusion and an increase in natural qualities and some reduction in arbitrariness (see semiotic coverage in Ch 28A (BOTC 1961, AAR 1965) . The second approach is described by Mashour (1974, 34) and is reflected in a further principle of IUR: Speed-1 (30/40km/h); Speed-2 (60/70km/h); Speed-3 (90/100km/h); Speed-4 (120km/h). Speed indications in practice can be indicated by lights or other symbols. A green/yellow light combination is frequently used for a lower speed and a double green for a high rate of speed.

A third IUR publication (IUR 1951 (2) ) describes two forms of signalling: speed and directional. IUR expressed a preference for speed signalling over directional though directional would be employed at the juncture of two principal lines. UK is an example of heavy usage of route and junction signals while the U.S. and Canada are advocates of speed signalling even in complex situations of heavily-used tracks (Armstrong 1957, 19-20).


Редакторы: Admin
Создано Admin, 09.02.2012 в 15:25
Последнее редактирование Admin, 09.02.2012 в 15:25
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