BRATO

BRATO

BR's automatic train operation system (BRATO), which used the ex-Scottish Region 2-car battery railcar (re-numbered RDB 975003/4 and named Lab 16 Gemini) as its test vehicle, was extensively tested at the Mickleover test track between 1968 and 1975. Known as the 'wiggly wire' system this was the forerunner of what was developed by many other companies into what is now known as Automatic Train Operation (ATO) and Automatic Train Protection (ATP).

The original wiggly-wire was laid on the Down line between Friargate and Etwall stations - a distance of approx. six and a half miles.

A contemporary note taken from Alastair Gilchrist's 'A History of British Railway's Electrical Research'

'Following the 1967 move from Rugby to Derby a new and improved 'wiggly wire' test site was established close to Derby. Some 6½ miles of the Derby Friargate to Egginton Junction freight line were equipped with track conductors, plus a new feature: "telegram coils" transmitting fixed data. Imitation colour light signals were installed to simulate main line practice. (The freight traffic, soon to be withdrawn; responded to semaphores.) A Control Room was established at Friargate. transmitting and receiving equipment was designed and procured, whilst the locomotive computer and driver's display were built in-house. A simulator was also built to exercise the locomotive equipment. Finally, a battery railcar was commissioned to act as "locomotive", By the spring of 1968 much of this equipment was in operation and confidence in the feasibility of signalling - even controlling - trains by these means was very high.'

	A trial system laid in the yard at the RTC pictured on March 10th 1965, with RDB999507 the Elliott track recording car in the background. The wire was bonded to plastic sheets fixed to the ground. Author's collection		The trackside equipment was positioned in the S&T location cabinets alongside the line - which at this stage was still open to traffic. There was a tone generator linked to the signal which altered depending upon the aspect. This is outside one of the buildings opposite Slack Lane loco shed at the Friargate end of the line Author's collection
	The remains of Friargate station showing the 'wiggly wire' in the 4 foot and Portakabins housing the Control Room and associated equipment on the platforms - September 1968 RCTS		Here's a close up of the system installed on a short length of track circa 1967. The wire here is stapled to plywood boards fixed to the sleepers Author's collection
	The unique battery railcar Gemini (Lab 16 RDB975003 and RDB975004) was used exclusively by the Train Control Group and is shown just west of the Mickleover depot site heading towards Egginton Jcn, sometime in the late 1970s. It was originally BR Sc79998 and Sc79999 and was used on the Aberdeen to Ballater branch where it began its working life in 1958 and was acquired by the R&DD in 1966. It is now at the Deeside Railway where its restoration is being completed having been originally undertaken on the East Lancs Railway. For more information look on the Deeside Railway site. Author's collection
	First day of operation of the battery railcar at Ballater in 1958 complete with pipers BR official		Here is Test Coach 'Mercury' RDB975280 in the formation of a scheduled passenger train on the WCML around 1974 in connection with monitoring of the C-APT system of beacons This was also used for BRATO work and belonged to the Train Control Group and was based at Mickleover BR official
	This is the locomotive simulator and driver's cab display (right) under test in the lab. Author's collection
	A view of the BRATO cab equipment with driver's display showing the 'distance to target' indication. The location is at the top of the climb past the present Mackworth Estate and the bridge in the distance is one the author used to play on as a child! (and the sun's shining!) Author's collection
	Driving trailer Test Coach 'Hermes' RDB975081 was used with the Clayton locomotive in BRATO testing. Seen here at Glasgow Works on 3rd June 1978 P Searle		And a technician adjusts the underframe receiving equipment Author's collection
	Derby Lightweight battery railcar Gemini passing Dennis Wheaton the head platelayer at Etwall. Taken near Sutton Lane Etwall in 1970 Gerald Anthony		A nice colour shot of the 2-car set Gemini at Bury on the ELR on 5th October 1991 during its restoration Simeon Gaskell

A contemporary account of the future of BRATO

The Train Control Projects Group of the R & DD had been pursuing various projects allied to train control since 1967. One of these has been the computer based speed supervisory system, the driver aid based on data related to civil engineering and signalling speed limits. A second project has been the automatic control of a battery electric multiple unit
RDB975003/4 with a view to gaining an appreciation of the problems associated with automatic train operation. (ATO).
These two projects, each successful in their own right, have been amalgamated to form the basis of a consolidated train
control package for B.R. known as BRATO. The BRATO package was accepted in principle on 19 Nov 75 by the Train
Control Steering Group (Minute 75/23).1.2.

The BRATO Package

The nature of the original package and a suggested development programme for the BRATO pilot scheme were
described in a report produced in 1976 for the Train Control Projects Committee. In the same year a further report on a
consolidated package was issued in a final form as an R & DD internal publication. A detailed time-scale chart covering
the full development period, 1975 to 1981, and the related activities was also produced. The documents referred to above constitute the remit for the pilot scheme whose purpose is to demonstrate a realistically sized ATO facility applied to a revenue earning inner-suburban passenger service.

Automatic train operation

ATO for the complete E.M.U. service between Altrincham and Alderley Edge is proposed. This entails the equipping of 162 trackside locations, controlled from 170 signals, and the fitment of 21 Class 304 units. Two phases are envisaged for
the complete pilot scheme, Phase I being the fitment of 12 Class 304 units and the equipping of 43 signals between
Altrincham and Oxford Road. The BRATO package is comprised of track and train-borne equipment which, through
the operation of the traction and braking controls, enables trains so equipped to be driven automatically, to observe
speed restrictions and brake to a stop at stations in accordance with a pre-planned performance profile. These
trains will also obey signal aspects as real-time information transmitted via a data link front the lineside. The train borne
equipment, mentioned above consists of:-

(a) Safety System, a watchdog for the full BRATO package.

(b) Regulatory System for implementing desired speed profiles (DSP).

(c) Autodriver System.

The Autodriver The function of the Autodriver will be to manipulate automatically the traction and braking controls in order to achieve the degree of train performance requested by the DSP providing that this accords with safe operation as judged by the Safety System. The operation of the computer based Autodriver will be dictated by its operational specification and implemented by specific control principles or algorithms written into its computer program. The form of these algorithms and the manner in which they exercise control are governed by two factors. Firstly, the form of the algorithms must be tailored to suit the characteristic performance of the train as a whole and those technical features of the traction and braking equipment which are to be automatically controlled.
Secondly, the manner in which this control can be exercised and the general hierarchical arrangement of the controller
will be governed by the availability of suitable control inputs and monitor points for the traction and brake equipment.

The Class 304 units have been in service since 1958 and during this time a number of various train performance tests have been conducted. However, these have mostly been investigations into the behaviour of composition brake blocks
when subjected to full service applications. For the purposes of designing automatic train control principles a more
comprehensive knowledge of train performance over a range of brake applications is necessary. Similarly for automatic
traction control further information was required than that readily available from either the manufacturer or the CM &
EE department. With an appreciation of these factors in mind, it was clearly necessary to conduct a series of carefully
controlled characterisation tests on one or more Class 304 units.

Amazing! Unfortunately for reasons unknown none of this came to fruition.

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