# Driving the Class 323 for BVE4 (version 4)

By Simon Gathercole
Date of issue 02/08/05
Contents

- Introduction
- The Class 323 Cab
  - Key to controls (*animated)
  - Quick reference guide
  - The timetable
- At the Start of the Run
  - Shut Down
  - Changing Direction
  - Neutral
  - To activate the control desk:
  - To raise the pantograph
  - Setting the headlights
  - Note on the DRA
  - Before driving away
  - Notes on using the BVE 'restart' and 'jump to' features:
- Driving the train
  - Starting Away
  - Using the power handle
  - Negotiating Neutral Sections
  - Braking
  - Stopping at stations
  - Operating the doors
  - Interlocks
- Safety Systems
  - AWS
  - TPWS
  - Vigilance Device (VIG)
  - Driver's Reminder Appliance (DRA)
- Using the windscreen wipers
- Shutting Down
- Appendix A - keyboard settings

## Introduction

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.

## The Class 323 Cab

### Key to controls (*animated)

1. Combined power and brake handle (shown at full service brake)*;
2. Brake reservoir pressure (left needle) and brake cylinder pressure (right needle);
3. Speedometer (mph);
4. AWS indicator (below) showing the 'sunflower' with the AWS speaker above;
5. AWS/TPWS reset button*;
6. TPWS panel (full description here);
7. Driver's Reminder Appliance (shown on);
8. Pantograph up/reset button;
9. Pantograph down button;
10. Head light switch (shown set to on, day)*;
11. Tail light switch (shown off)*;
12. Head and tail light proving lamps (showing headlights on, day);
13. Battery charging indicator;
14. Line volts indicator;
15. Vacuum Circuit Breaker operated indicator;
16. Doors closed indicator.

### Quick reference guide

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

- press the [right arrow] to see the quick-reference guide;
- press [5] or [left arrow] to return to the default view.

### The timetable

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].

## At the Start of the Run

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

The train has been completely shut down for stabling; there are no lights on the control desk and the cab is quiet. Before you can drive the train, you must:

- activate the control desk
- raise the pantograph
- set the correct headlights

### Changing Direction

You have just changed ends, or have joined a train which needs to reverse for its next journey. The pantograph is up and you will see the line volts indicator illuminated and hear the noise of the fans. The proving lights (12) indicate that the tail lights are still on from the previous journey. However, the control desk is switched off and before you can drive the train, you must:

- activate the control desk
- set the correct headlights

### Neutral

The control desk is active, the headlights set and the train is ready to proceed.
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.

A short 'bing' may be heard when you release the AWS reset button - this is a normal part of testing the AWS equipment.
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.

Caution - if the reverser is in neutral, the door interlock is inactive and the train may roll if the brakes are inadvertantly released.

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!

## Driving 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

When starting, the power handle is usually moved straight to notch four and the model will give the most realistic sound effects when driven like this. Use the lower notches to maintain the desired speed or to avoid slipping when starting in conditions of low adhesion, such as rain or snow.
Note - the maximum permitted speed for a Class 323 is 90mph and the prototype is fitted with a speed limiter (not modelled) to prevent this being exceeded.

### Negotiating Neutral Sections

The overhead line is supplied by feeder stations spaced around 30 miles apart. For technical reasons, they must be kept electrically isolated from each other and this is achieved using neutral sections: short lengths of the overhead line insulated from the preceding and following sections and connected to earth. Neutral sections will usually be found adjacent to feeder stations and about halfway between them - i.e. around 15 miles apart.
Neutral section, showing yellow APC magnets and commencement warning sign

It is important that trains entering a neutral section are not drawing current, as this can lead to arcing and damage to both the train and the supply equipment, so trackside Automatic Power Control (APC) magnets are placed just before and after the neutral section and all trains are fitted with suitable receivers. The APC magnets operate a circuit breaker on the train, which disconnects and reconnects the pantograph automatically as the train passes the neutral section; nevertheless, drivers are instructed to shut off power when approaching a neutral section and warning signs are provided: an advanced warning, about a mile before the commencement of the neutral section, to allow drivers of older locomotives fitted with tap changing control equipment time to shut off power; just before the commencement of the neutral section. |
You must return the power handle to off before your train enters a neutral section. | Advanced warning of a neutral section

As your train enters the neutral section, you should notice:the sound of the circuit breaker operating;

- the Circuit Breaker lamp (15) illuminates;
- the Battery Charging (13) and Line Volts (14) indicators go out.

The indicators will return to normal as your train leaves the neutral section.
If you fail to return the power handle to OFF, you may experience a fault on the pantograph: the pantograph will lower and your train will be braked to a stand. Return the power handle to off and press Pan Up/Reset ([2] key), which may clear the fault. But then again, it may not: we did warn you ;-)

### 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

Note that in this case:

- 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.

## Safety Systems

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)

Overspeed sensors are placed on the approach to signals (usually just before the AWS magnet) and at the commencement of some speed restrictions. Those asociated with signals are active only when the signal is showing red; the others are always active. If you drive too quickly over an active OSS, your train will be brought to a stand.
The speed limit in force over an OSS is either that indicated on the adjacent sign, or, when approaching signals, a value typically from 30-60mph, depending on the location of the signal. A common value used in BVE routes is 35mph, unless the local speed limit is already lower than this.
If you trip an OSS, the following events occur:

- the brakes are applied fully
- the Brake Demand lamp flashes

Pressing and releasing the AWS reset button [Insert], causes the Brake Demand lamp to illuminate steadily, but the brake demand 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.

#### Trainstop Sensor (TSS)

Trainstop sensors are placed at or near to a signal and are active only when the signal is red. If you pass a red signal fitted with a TPWS trainstop, you train will be brought to a stand. If you trip an active TSS, the following events occur: the brakes are applied fully the Brake Demand lamp flashes Pressing and releasing the AWS reset button [Insert], causes the Brake Demand lamp to illuminate steadily, but the brake demand 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. |

#### Passing a red signal at danger with the Signaller's permission

The route author may have set up an activity where you are required to pass a signal at danger with the signaller's permission. In this case only, you may use the TSS Override facility.

1. Stop normally a safe distance from the red signal
2. After gaining the signallers permission, drive slowly towards the signal
3. Before passing the signal or the TSS loop, press [Page Up] to select TSS Override mode (the TSS Override button is illuminated)
4. Drive slowly past the signal and proceed at caution to the next signal

The TSS Override mode remains active until you pass the signal, or for 20 seconds after pressing the override button if you do not pass an active TSS loop. The indicator lamp goes out when TPWS returns to normal operation.

#### Overriding the safety systems

The prototype TPWS is fitted with isolating controls that allow either

- TPWS functions only, or
- AWS and TPWS functions

to be isolated. For the BVE model, the plugin provides the (unprototypical!) ability to isolate TPWS, AWS and the Vigilance Device as a developers' aid/route learning facility. To override safety systems, press the [Page Down] key; press it again to return to normal operation. The Temporary Isolation lamp is illuminated while isolation is in force.
Note - this feature can only be accessed when all the equipment is in its normal state, i.e. no warnings or alarms are sounding and no TPWS brake demand is active.

### Vigilance Device (VIG)

The vigilance device sounds an alarm if none of the following controls is operated within a 60 second period:

- power handle
- brake handle
- AWS reset button

On the prototype, the driver then has 7 seconds to release and redepress a pedal that must otherwise be kept continuously depressed (the Driver's Safety Device). In the BVE model, you must press and release the [Delete] key within the same time: the alarm then stops sounding and the cycle is reset.

#### If you fail to acknowledge the alarm in time

- the brakes are applied fully
- the alarm continues to sound

until the train has come to a stand, when you may press and release [Delete] to stop the alarm and release the brakes.
Remember - you may have to return the power handle to off to release the interlock before reapplying power.

#### Notes

- the VIG continues to work when the train is stationary
- the VIG is inactive when the reverser is in neutral

Beware, however, if you set the reverser to neutral during a station stop to silence the VIG: the door interlock with the brakes will then be inactive also and the train may roll if you inadvertantly leave the brakes off!

### Driver's Reminder Appliance (DRA)

The DRA was introduced in the 1990s in response to a series of accidents where a driver had started away from a station stop against a red signal. It is simply a manual switch that prevents power from being applied when it is turned on. Drivers are required to set the DRA:

- when stopped at a red signal
- when leaving the cab

Press [Space] to toggle the DRA(7) on and off - it shows a red light when switched on.

## Using the windscreen wipers

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!

## Shutting Down

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.

## Appendix A - keyboard settings

Key | BVE Key Code | Function
Space | ATS_KEY_S | Toggle Driver's Reminder Appliance
Insert | ATS_KEY_A1 | AWS reset
Delete | ATS_KEY_A2 | Vigilance Device reset
Home | ATS_KEY_B1 | Wipers on/speed up
End | ATS_KEY_B2 | Wipers slow down/off
Page Up | ATS_KEY_C1 | TPWS: TSS override
Page Down | ATS_KEY_C2 | Isolate Safety Systems
2 | ATS_KEY_D | Pantograph up/reset
3 | ATS_KEY_E | Pantograph down
4 | ATS_KEY_F | Toggle Tail Lights
5 | ATS_KEY_G | Cycle through Headlight settings
6 | ATS_KEY_H | Guard's Buzzer
7 | ATS_KEY_I | (not used)
8 | ATS_KEY_J | Door release left
9 | ATS_KEY_K | Close Doors
0 | ATS_KEY_L | Door release right

This document © Simon Gathercole 2005
Train image © Anthony Bowden
Cab, AWS and TPWS images taken from the Maybank routes which are © Tony Haylor
All images used with permission