Following the construction of the class 56
and whilst the class 58 was under design much research was was
carried out in consultation with engineers, drivers and trade unions
(ASLEF + NUR) to form a new a new BR standard cab layout for
locomotives. This agreed design was implemented into the class 58
and later the class 60s.   The layout proved popular with all, providing a leap forward from the draughty/noisy cabs fitted to earlier classes. As the class 60 was being designed only a short while after the production of the class 58 the internal cab arrangement for the class 60 is based on the 'new BR standard', as pioneered by the class 58 locomotive. As can be seen in the photo above the class 60 cab layout is of the new standard with large brake pipe pressure and speedometer instruments directly in front of the driving position. The image to the right gives an explanation of what each of the gauges and controls in the class 60 cab is for (click to enlarge). In common with many driving cabs of the era the class 60 cab was finished largely in bright orange melamine faced boards, with traditional blue/grey surfaces. Cab heating is provided by fan assisted electrical heating elements rather like a fan heater which may be found in homes, and can be also be used for ventilation in warm weather. The class 60 locomotives are not fitted with air conditioning. The cab windows are divided by a central pillar into two pieces of high impact glass and are fitted with an integral electric demister demister/defroster. Access to the cab is from a vestibule across the back of each cab, access to the engine room / fan compartments may also be obtained from these vestibules.  The interior of the driving compartment is so designed that the power controls, master key switch, AWS Reset button and cup holder are grouped together on a pedestal to the right of the drivers seat enabling the driver to pass in front of the pedestal to gain access to his seat. The driving position is arranged so that the braking controls - straight air brake and train brake controller, are grouped to the left of the driver below the sliding window along with a paperwork holder, and emergency brake plunger/panic button. The driving compartment is provided with horizontal sliding side windows and above these on the left hand (driving) side are situated the brake control and lighting switches (see image below).  These switches pictured are from left to right:- Cab Interior Lights. Drivers Notes / Clipboard Light. Instrument Lights. Instrument Lights dim/bright. Windscreen Heater. Automatic Sand Isolation. Tail Lights. Indicator Light Panel (LED Proving Lights for showing which exterior lights are illuminated) - Marker Lights L & R, Head Lights And Tail Lights L & R. Light Switch 4 position Off, Night Mode (Left Headlight & Light Right Marker), Yard Working Mode (Both Markers), Day Mode (Right Head Light + Left Marker) Brake Test Switch 3 Position:- Service Mode, Isolate Mode & Test Mode. 110v 3 pin socket for fitters handlamps etc. On secondman's side of the cab are the following controls and equipment. (Photo Required) Hot Plate. Washer additive filler. Cup stand. Horn valve. DSD holdover button.  Throughout the 1990s most of the class 60s were retro-fitted with the Q-TRON
Datacord 6100
data recording system, whilst now compulsory in the form of
OTMR/Black Box data recorder, this was not the case when the
majority of the class 60 fleet were fitted. This system manufactured by Q-Tron, now a part of Wabtec Rail and records how the locomotive is managed by each driver, upon commencement of duty the driver keys a unique I.D. number into the Q-TRON interface in the cab. The Q-TRON System will record parameters such as, Power Controller Position, Brake Operations, Speed, Time, Amps Produced, Brake Pipe Pressure, AWS/TPWS Alarms, Responses, DSD Events, etc. This data can be downloaded for analysis, by traction inspectors for routine driver assessment and in the event of an incident/accident, Qtron can be used to find details such as the speed of the locomotive at specific places, power controller and brake pipe conditions along with things such as the operation of AWS and control of the locomotive systems. It was planned under the Railway Safety Plan 1999 that all passenger lines and rolling stock operating on passenger lines should be equipped with a new form of safety system called Train Protection and Warning System (TPWS) by the end of 1st of January 2004, it was deemed that any rolling stock not fitted b this date would have to be withdrawn pending fitment. However following the Ladbrook Grove accident in 1999 it Railtrack, the then infrastructure owner and operator brought forward the plan by 12 months, deeming that all stock should be fitted with the requisite onboard equipment by 1st January 2003. EWS deemed that the Thales system was the most suitable and available type for the class 60 fleet. Following the trial fitting of one locomotive for acceptance purposes a fleet wide program of fitting was instigated and was complete before the 1st January 2003 deadline. The most obvious piece of equipment fitted to the locomotives are the in-cab displays seen above the Qtron System in this picture. Also fitted is the TPWS isolation switch, the switch is sealed with a lead clip, should a driver need to isolate the TPWS to move the failed train from the running lines the lead seal will be broken. The locomotive would be declared a failure immediately the TPWS becomes defective of is isolated. Page Last Updated: 25th November 2008. |