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- เผยแพร่เมื่อ 14 ต.ค. 2024
- This video attempts to explain common railway signalling aspects in the state of Victoria, Australia. This type of signalling originally used upper-quadrant semaphore signals, but today is entirely colour lights.
*I have since made an updated and improved version of this video, which you can find here: • Victorian Railway Sign...
If you're still confused after watching, the key points are:
-Green: This signal and next signal clear
-Yellow: Prepare to stop at next signal
-Red: Stop
-Displayed on top light: Normal Speed (max permitted speed of line and train)
-Displayed on bottom light: Medium Speed (40km/h unless otherwise indicated)
As mentioned at the end of the video, I have no official connection with the railways. I have learned this information through reading and observation. While I am confident the information shown is correct, please don't take my word for it if you're learning signalling for a safety critical role!
Locations shown in the video are Hawksburn and Greensborough, with still images from Macleod, Rosanna and South Yarra.
I have made similar videos to this for other signalling systems, to view the full list click here: • Railway Signalling Exp...
Hello! I have since made an updated version of this video with narration, which also covers a lot more topics. You can find it here: th-cam.com/video/96SuLXxh6Lo/w-d-xo.html
Thank you so much for these signalling videos! I wish there were more of these from around the world, as I've always been interested in this topic. Cheers from Wisconsin.
Thanks Andrew, glad you enjoyed them! I am planing to make some on some European systems when I get a chance.
As a train driver in UK, this is so needlessly complex. Biased but British signalling is simpler and clearer. Know the max line speed as part of your route knowledge and then green, double yellow, yellow or red tells you where the train ahead is and you adjust speed accordingly. Driver adjusts train speed knowing where next conflict could be, not what two signals tell you. I applaud those that drive this system but there’s easier ways.
I mostly agree with you, and I doubt anyone would choose a system this complex if starting from scratch. However it's worth noting that this system often doubles as a route indication, eg there are lots of places where a normal speed aspect indicates straight ahead, but a medium speed light indicates entering a crossing loop or a diverge into a different platform, or taking the curve at a junction. The vast majority of points in the suburban area are 40km/h curves, so no other information is required.
@@Taitset yeh that's the part that gets me. Using it to indicate route indicator. In UK we have separate Junction Indicators. Route knowledge obviously tells you where they will be but if any set of signals could be a route indicator I think there's a possibility for confusion. Obviously my own biased opinion looking in from outside, I do trying to learn other countries systems and way of operating. Good luck to you and your family in this difficult time mate.
Strangely enough there are lots of places where we also have route indicators, particularly on newer installations. All the best to you too!
It's not really complex. Top aspect, track speed. Bottom aspect, medium speed. Green next signal is at proceed. Orange the next one is at stop. You don't want to come around a corner at 115 kph and there's a medium speed in front of you so yellow over green for slow down to medium by the next signal.
Queensland is same as BR with 3 & 4 aspect with Theatre route indicators.... NSW is kind of the same as BR, but not really as it has 2 signal heads imo makes it more confusing to understand. BR GN 2Y 1Y Red is the simplest & best in the world. (ex Signals Tech)
Thanks for posting this. I have had the signaling explained to me before by a train traffic controller, but with the aspects shown clearly here, it makes more sense. I still can't get over the fact that Victorian train drivers have to pass red aspects constantly, as red on most other systems purely means stop; I can't help feeling they get inured to passing reds (as a part of the speed aspects), making it easier to make mistakes. Still, it seems to have worked for a long time now.
I think that part of why it's allowed may be because Victorian railways have an "automatic emergency stop" built into the signalling system and all trains which use Victorian railways have this system built-in (I'm not certain whether the same system is used in other states; I'm assuming it is used Australia-wide but I may be wrong).
You can see a bit of the system in this video. There's a metal box beside the track next to the signal. This box has a metal "shoe" attached to a lever. If the signal is set to allow a train to pass, the lever lowers the shoe. If the signal is set to stop or there is a fault, the lever raises the shoe. The train has a lever at the end of a shaft. The lever and shaft are positioned so that if the shoe is in the raised position, the lever will be pushed from the vertical to the horizontal position by the shoe as the train passes. It takes quite a bit of force to move the lever and, once it is pushed to the horizontal position, this opens the engine pipe in the braking system thus forcing the train into an emergency stop. The driver has to get out and use a tool to move the lever back to the vertical position in order to allow the train to proceed.
So in other words, although drivers are sometimes allowed to pass red signals, they do not want to do so blithely or inadvertently since there are very noticable and annoying consequences every time they do so.
@@melkiorwiseman5234 I don't know about other state railway systems using the tripcocks for sure, but I suspect that Sydney's suburban system may possibly have it. I do know that Queensland Railways don't use it.
It was a feature of London's underground railways on all lines.
That still doesn't get past the psychological issues of constantly (and legitimately) driving past signal aspects with red in them. The tripcocks are there for safety but drivers do not rely on them to provide them with signal aspects. More usually, they have to trip past them if there is a signalling fault and they are advised by control to do so.
There are plenty of other safety systems on other railways around the world that will warn drivers or even bring trains to a complete stop if passed at danger. Most high speed lines have in-cab signalling because human reaction times are too slow to register all external signals passed at 300 kph or more.
What helps me to think about it is that a signal doesn't "stop" a train, it permits the train to go. Instead of instinctually reacting to red as the stop and only stop color, you're always ready to stop and don't proceed unless you see a relevant yellow or green aspect.
That's how I think about it anyway, as it also reinforces the idea that a miscolored, broken, or extinguished signal head is to be treated as a stop.
It's worth noting that when this system was created here in the US, signals were still mechanical (semaphore or early searchlights) and the original aspect rules were mechanically Fail-Safe, i.e. a loss of power, broken signal wire, fouled or frozen pivot, cracked or lost color lens, etc. would automatically return the signal to a more restrictive aspect (as the semaphore arm would drop to horizontal under its own weight, and the lens carrier in a mechanical searchlight signal returns to Red under gravity with no current applied to the control solenoid.)
NSW Signals are so much more intuitive to follow.
100% agreed. it just makes so much more sense
Really? I thought the opposite, but that may have to do with me being from the States and being most familiar with CSX and Canadian railways (who use speed signalling).
If you take a look at the CROR (Canadian Rail Operating Rules) and CSX's signal rules, you'll see the similarity between Victorian speed signalling and Canadian signals.
Very similar to Canadian signals for exception that they feature 3 lights and some feature flashing aspects.
I’ve tried to work this out myself my travelling on Victorian trains, and I found I could not do so. Now I don’t feel so bad about that. This seems to have no logical basis, just something train drivers need to learn by rote.
It does make sense eventually! I found it confusing for a very long time, then one day something just 'clicked' and it seemed simple to me.
this is way different from belgian signalling , i'm a train driver in belgium , this is much more complex :)
Have a look at Polish signals. (yes I'm Polish), but they are very logical and hard to misunderstand and confuse.
There’s also switching direction lights which are white arrows or are a couple of letters that represent the destination beyond the signal. The white arrows are used for indicating the direction of the points on the junction inbound from Box Hill while the abbreviated destination lights can be seen at stations where the line splits off to different lines such as at Burnley or Ringwood! :)
Thanks for the eplenation of this signal system I seen it in Australia on the line from Traralgon and wondered what the signals ment! I did have to Pause the video rather a lot so I could read the text! (Its still cooking my Swede lol)
awesome video mate thanks as im going to hopefully be a trainee driver great to know any chance to do a video on banner indicators aswell
Glad you found it enjoyable! I have been planning to do one on banner indicators, just haven't quite got around to getting out and filming it yet!
Great video. What is the difference between the traffic light type signals and single light signals? is it just two styles of the same? I ask as it seems there might be a risk if someone was colour blind at not being able to understand the signals if only a single light.
Yeah they're just different designs, the meaning is the same. It's not a problem, because they only hire train drivers with full colour vision - it's one of the first things they screen for in the hiring process.
Home signals can be passed at stop too. There's a couple of reasons but the main one being defective. The authorities to pass them differ depending on what they're protecting.
Yes, but it always requires authority. I should have been more clear about that.
NZ uses very similar speed signalling to this, however automatic signals have the bottom signal head/marker to the right of the top head rather than the left.
Thanks so much for a hard to come by information .👍👍👍👍👍.
Maybe one day I’ll actually be able to properly ‘read’ these, but until then they still seem totally counter intuitive.
Thanks for the explanation.
Superb😊
okay revisiting this, i think i am starting to get it. if bottom is red, top means clear, (green) or block after next is taken. (yellow)
if top is red, proceed slower, but same rules apply.
if neither are red, but one is green, reduce or increase speed to match green.
green means you should proceed at its speed now or next if yellow.
yellow means what shows on the other signal is next. it can be a change in speed, or an occupied block.
red means proceed as the other signal shows, can be clear, next occupied, or STOP.
it is giving the job of the top signal to both greens. it then gives the job of the bottom signal to both yellows.
standard progression
r/r, y/r, g/r
slower progression
r/r, r/y, y/g g/r
medium speed progression
r/r, r/y, r/g
What about the letters from the signal boxes there M,R,D,W,B,L,F and G display on it
What circumstances would allow a passing of a Automatic Stop signal?
Essentially if a train is stopped at an auto for a period of time and it doesn't clear (the 1966 rule book says 10 seconds - I think it might be longer now), the driver is allowed to proceed past the signal with extreme caution, being prepared to stop short of any obstruction. This is most commonly done to pass failed signals, and is quite a common practice. Automatic signals never appear before junctions or at the start of a single line section, so there's no risk of encountering a train coming the opposite direction.
@@Taitset I think it's 1 minute now not 10 seconds
Taitset It sounds very similar to Canada, here if a train comes upon an automatic stop signal, unless stated otherwise you are allowed to pass through at no more than restricted speed (15MPH) and allowing enough time to stop for any obstructions in your path. I find it quite interesting how similar Australia is to North America in terms of trains. Great video!
Australian railways are often an interesting mix of North American and British influences, and this signalling system certainly has it's origins in Nth America.
There's no set time anymore. Due to the rules not being followed and sometimes resulting in an accident you now have to call the "rule 1 section 3" number where a recorded message tells you to leave your name, the number of the lead car and the signal number to be passed and a bunch of other stuff like not going faster than 25 kph.
thanks, i hate it. singlehandedly makes me nope on being a train driver here, my brain will 100% mess this up no matter how many exams i take on it
Hey thanks for the info!
Red and greens together. How very confusing (to a UK ex-railwayman anyway).
Never seen such an unnecessarily complicated and confusing system
What about Russian signalling? I think it would be interesting for you and others.
Not too much different than most north American signalling systems.
Yes I believe it was based on US systems.
@@Taitset There lies the problem. :)
very well done
What does a small blue signal mean?
Ah yes that's one I didn't cover! Blue (I think the official term is actually purple) is sometimes used a substitute for red on 'dwarf' signals. Dwarfs usually control access from a siding onto a mainline, and typically only show purple/red (STOP) or yellow, indicating 'low speed caution.' While it's mostly only seen on modern colour light dwarfs, my 1966 VR rules and regs book specifies 'red or purple' for disc signals and 'purple' for dwarfs, so it does have a historic precedence!
@@Taitset thanks for that. I was just wondering because we have one a t bairnsdale
The Victorians were great engineers. Would these lights have originally been gas lit?
The lights on lower-quadrant semaphore signals were originally lit by kerosene lamps, but color light signals in Victoria have always been electric.
Awesome . . .
Thanks
Very interesting. I’m trying to be a train driver
Good luck mate! I to have plans to give it a go in the future but can't at this point
Are you in Australia?
Yep.
@@Taitset oofles
Pretty much the same as North American signals.
That makes absolutely no sense to me, which is a good thing because I don’t drive trains
So so so confusing