วีดีโอ

4 rails, Electric train. Outer + rail then running rail then -rail then running rail.

Yes the conversations are recorded, on the UK main lines, they are randomly audited to ensure everything from correct hand shake to phonetic alphabet being used, ensuring messages are repeated back etc, I would imagine it is the same fro TfL

Yes. Its done on what we call secure radio. Its like talking to someone on a mobile phone. No one else can hear the call. I instinated the call so the only person who can answer is the signaller. Then radio protocol to identify the person I am speaking to.

@@piccadillyline9765 we kinda have the same communication system but in my realm to go past a bad light it would be written instructions transmitted by radio. I like the less steps part.

No button thats the way reacts

It's not activated electronically, it's mechanical. The little lever on the tracks opens a valve on the train and forces all the air to be dumped out and causes the brakes to slam on. There's no way to electronically 'ignore' it

This system forces you in to a slow speed for a set time. The trains are manually driven nothing like ETMS.

2m2sec. Dont have to sound whistle while passing signal. Just before movement to pass then reset again before movement then every 60 seconds.

They should if they follow the rule book correctly, I was a signalman many tears ago

@@keitheglon sorry mate but on what railway NR or LUL?

That rule disappeared years ago. No requirement to sound the horn any more.

Yes then time delay for 3 mins in slow speed.

I think that is the point. To make overriding the emergency break a difficult thing.

​@@theVtuberChMany safety systems I am aware of have an override to be used in case of such malfunctions. The German PZB for example has an override that works under 45 km/h.

@@DanCojocaru2000 The TPWS system used on mainline rail in the UK has an override as far as i know (newer TPWS equipment enforces a 60 second cooldown period before it can be reset if it gets activated, i won't go into the reason for the cooldown period) And the safety system that the Tyne and Wear metro in Newcastle (England) uses has an override as far as i know (ive come across a clip of video which shows the train going the wrong way along a section of track due to a broken down train, the track had a thing fitted to trip the safety device on a train heading in the wrong direction, as it would be an unsignalled movement From what ive been told the system the tyne and wear metro uses is magnetic, i don't know how it works, but im guessing its either where when the electromagnet is on, the signal is red, or if there are 2 magnets with one being a permenent magnet and the other being an electromagnet, and the electromagnet is on when the signal is displaying something other than red

the 5 basic reasons for a signal remaining at danger

I know its gave me a laugh. My job and a rule book and terminology not used on my railway.

No our rule book it is a SPAD. Just not Cat A1

This is LUL not NR. Since the press got the acronym after SN109. All radio and phone calls are recorded. Show me where it states "A SPAD is an unauthorised passing of a signal at danger" in my rule book.

Spad is a Spad mate, Unauthorized, or Authorized. (Signal)(Passed)(At)(Danger). Under ordinary rules, Red means stop, unless Authorized by controlling Signaler. Even on Main line, Red means stop, UNLESS Authorized movement is given, by Signaler. However a SPAD without authorization, can, and DOES mean a lot of questions and paperwork. Spads are recorded on the trains Black box which are downloaded on a REGULAR basis.

Because it can't. LU is 2 aspect signaling.

It can not display caution. The previous signal is telling me the section is clear to signal WR36.

@@piccadillyline9765 Oh? So theres no caution aspects on the line? Just green > red?

@@lewisthomas7099 As has been said we use 2 aspect signaling red/green for autos and semi-autos. We have repeaters yellow and green, fog repeaters normally just over a trains length from the signal it is repeating shunt signals disc or fibre optic and draw up signals 3 aspect red yellow and green. These are to protect a compromised overlap on a converging junction normaly at platforms or on the approach where a train from another line can be signaled in front of you or reverse from your line to another.

This is not Boeing, you know… 😄

@@thomashenden71 www.google.com/url?sa=i&url=https%3A%2F%2Fwww.ltmuseum.co.uk%2Fcollections%2Fcollections-online%2Fposters%2Fitem%2F2003-9663&psig=AOvVaw0qcXuXTJx5r4_kzf1ir2jn&ust=1717197606468000&source=images&cd=vfe&opi=89978449&ved=0CBIQjRxqFwoTCLCx8tvBtoYDFQAAAAAdAAAAABAG

You can, well I can. As I write this the video is playing.

@@ianbower7756 But can you scroll down the comments without losing the video?

yeah

Yes on ipad

@@dopiaza2006 Yes.

Yes, only yesterday I saw a cab ride involving an authorised SPAD (not the purpose of the video), and witnessed one perfectly done on the IOW Steam Rly. It is so comforting that such rules are kept to the letter even if seemingly pedantic when the route looks clear ahead.

Same here. Just don't tell anyone😁

I imagine it is because on the underground, the SPAD protection is physically induced by the trip cock and not something that you can override digitally?

The Underground has a nasty crash history of trains passing signals at danger…

There should of course be a "Don ‘t push this button!" sign… 😂

@@allangibson8494 It still seems a bit too formal for something that is commonplace. They need to shorten the exchange, basically invent a better protocol it's not hard.

i mean, it was spot on with what happened XD

I can't hear that in the video.

@@peterc.1618 1:46 onwards, it's very low volume.

Because most rail signal systems have extra safety triggering emergency breaks (you can see box triggering it need the rail on left), they can't disable it (since signal is broken) and they need to go thru it to continue and trigger it and then unlock breaks, so they need to warn passengers about it.

Yeh but most other systems have a way to prevent the emergeny brake application from happening when passing a stop signal (aka danger) that the driver is authorized to pass. So it is quite interesting to see that the london underground doesn't have an override at all and will just go through with the emergency brake application.

It's mechanical, where the track has a bit that sticks up when the signal shows danger, and physically moves the airbrake valve to apply the brakes. This means after passing it you have to then undo it.

No

I thought the trip cock had to be manually re-set on the line side, before the train could move.

I thought the trip cock automatically shuts down the engine.

No, they are just limited to "a speed that can stop at any danger", around 5mph (by the rule book). The driver knew they were going to hit the trip cock and probably just wanted to get there and get it over with.

​@@abloogywoogywooit does not, it just forces the brakes to turn on, and activates an alarm.

@@Boxersteavee if you do it to slow you have a chance of the trip arm resting on the train stop so you can not reset. Power off get down on track cut out the TCIS back on train get power turned on move train get power off reset TCIS back on train get power on again so as you see we give it a little bit of speed when doing this.

It’s a SPAR, not a SPAD

@@mikekirwan5326 Or technically, SPAD with authority. SPAR is when the signal suddenly changes to red in front of the driver, due to emergency or signal failure, and it's impossible to stop in time.

​@@abloogywoogywoo category B spad

@@markdavies5662 It’s not a category B SPAD

@@abloogywoogywoo It can’t be a SPAD with authority, because a SPAD by its nature is passing a danger signal without authority. There are 4 categories of SPAD, none of which include passing a signal at danger with authority.

Was the signal not at danger when passed?

Yes it is classed as a SPAD on LUL there are 4 categorys of SPAD this would be classed as a Technical SPAD

I’m a driver, it is a SPAD( Signal Passed At Danger) it’s not the same category, in this case, as equipment failure, than a driver failing to stop at it, weather not pending.

@@TheTraindriver85 It hasn't been passed at danger though has it ? The signal has been cleared verbally by the person controlling it ! A SPAD is done in error !

I believe a red signal is known as "Danger" , so yes it is passing a Danger signal

@@Sam_Green____4114 If it is a fault or not it is still indicating danger the fact the signal is not working is the danger

The signal is red, red equals danger 😂 he passed the signal at danger, spad, idk how it can be any simpler

That’s because most aviators don’t get examined on their radio procedure like railway personnel.

@@MrSimpleone They do in this country. Ever heard of the Flight Radio-Telephony Operator's Licence?

I would have thought that disabling a trip-stop would be a horrible idea. It's a better plan to ensure ANY SPAD involves a trip, and the trip is reported up. Disabling a safety system always ends up biting you in the arse somewhere else. Allowing the trip, and dealing with the SPAD process is much safer and idiot proof.

​​@@tcpnetworks ​I agree to some extent. Safety is paramount. Out on the main line, we are authorised to temporary isolate the TPWS and ATP (in my case) to pass a defective signal at danger where the Rule Book states. All safety systems are immediately reinstated thereafter as per rule book instructions. My query to the poster was asking if he had the same 'temp isolation' capabilities on Underground rolling stock as on 'main line' traction units.

@@markdavies5662 We can cut the trip out and select slow speed but for the process of doing this it takes longer . Juice off cut it out juice back on pass signal juice off reinstate the tcis reset the trip (have to elect slow speed or no movement for 3 mins) then 3 to 5 mph for two consecutive stop signals showing a proceed aspect with associated train stop. Pass trip reset its quicker. All my isolations for the trip are outside. No comfort of staying in the cab till the new stock.

@piccadillyline9765 thanks mate 👍

DVA

Yes and no. Distrupton to the customers but a chance to put the rule book into practice.

Better safe than sorry!

We have been told the first one should be with us in August.

@piccadillyline9765 Nice.Is it the TOP that tests it or io?

@@S1deep160 TTO's (Test Train Operators) we will not get out hands on it till the back end of 2025. But will try!

As per rule book a speed you can stop at any obstruction. Around 5 mph.