@@iainstenhouse8399 While I appreciate any network can have its complexities and shortcomings - I would've pushed through 2 systems: branchline and mainline workings - anything more is a recipe for confusion or disaster.
@@iainstenhouse8399 I was struggling to remember all the different signs and variations of signals the driver had to pay close attention to. And why are you asking what a branchline means? en.wikipedia.org/wiki/Branch_line
@@abloogywoogywoo I more mean that from a signalling and operations standpoint the branchline/mainline delination is quite fuzzy and not particularly helpful. You could have a double track line and in one place thats an arterial mainline and somewhere else thats a branchline. One has to consider the local requirements of traffic, existing infrastructure, required infrastructure for a given solution. To attempt to have such broad systems would not eliminate the problem, but change it into a different problem. With regards to having multiple operating methods, it seems alot to keep track of but it really isn't. I can do it and i'm not a driver, they get comprehensive and robust training on all aspects (pun not intended) of operations, including local oddities or specifics. It should be noted that since the time of this filming, many things have been standardised. Any safety concerns, for the most part (I won't say its perfect), are mitigated by robust proceedures and interlocks. Most accidents originate from faulty equipment, be it rolling stock or infrastructure. Even then those are uncommon occurences. Although, the interface between members of the public and railways at level crossings haven't been our strongest point, and that continues to be an area of work and concern.
We had the smartest trains in the world we did then they went and privatised it all, that class 442 in nse livery still looks to be a modern unit to this day.
So at 19:50 or thereabouts, is it saying that passing this signal at danger is ok as long as you do not drive out on to the main line? It makes sense in my head, for example you may need to back your train into a different siding, but technically need to pass a danger signal to allow the points to switch due to the length of your train. You’re not moving past the authority and limits of the yard and on to the main line, but you *do* need to pass the danger signal to give yourself enough room to manoeuvre. Is that right, or am I misunderstanding? Very keen to hear from those in the know. Thanks!
They were, to my knowledge, mostly used where you had sidings/yards running parallel to a main line. If you were to imagine a siding with a crossover onto the mainline half way down it. You would have one of those signals protecting the points in the siding on the facing* direction. With this arrangement you are free to shunt however you feel in that siding without having to have the signaller deal with your movements. Only when you want to take a train onto the mainline do the points reverse and that signal clears. The example in the video follows this arrangement, with the running lines to the right and sidings infront and behind. These are, to my knowledge, mostly historic now as they do not get installed new. Although, you can find a few examples still surviving on the mainline to this day. You occasionally find them on heritage railways, nearly specified one on a scheme I am involved with until we decided otherwise. Hope this clears things up! *Facing: The direction you take points to go either way.
Worth watching just for the awesome scenery on the West Highland Line!
Amazing training video but honestly no wonder so many accidents happened, there were so many rules, systems and different signal layouts to remember.
It's not that bad to follow, well trained people doing a good job!
@@iainstenhouse8399 While I appreciate any network can have its complexities and shortcomings - I would've pushed through 2 systems: branchline and mainline workings - anything more is a recipe for confusion or disaster.
@@abloogywoogywoo How so? From a driver's perspective its either a signal or a token.
Furthermore, define what a branchline or a mainline is.
@@iainstenhouse8399 I was struggling to remember all the different signs and variations of signals the driver had to pay close attention to. And why are you asking what a branchline means? en.wikipedia.org/wiki/Branch_line
@@abloogywoogywoo I more mean that from a signalling and operations standpoint the branchline/mainline delination is quite fuzzy and not particularly helpful. You could have a double track line and in one place thats an arterial mainline and somewhere else thats a branchline. One has to consider the local requirements of traffic, existing infrastructure, required infrastructure for a given solution. To attempt to have such broad systems would not eliminate the problem, but change it into a different problem.
With regards to having multiple operating methods, it seems alot to keep track of but it really isn't. I can do it and i'm not a driver, they get comprehensive and robust training on all aspects (pun not intended) of operations, including local oddities or specifics. It should be noted that since the time of this filming, many things have been standardised.
Any safety concerns, for the most part (I won't say its perfect), are mitigated by robust proceedures and interlocks. Most accidents originate from faulty equipment, be it rolling stock or infrastructure. Even then those are uncommon occurences. Although, the interface between members of the public and railways at level crossings haven't been our strongest point, and that continues to be an area of work and concern.
A fine video. Enjoy every minute of it. Cheers mate!
It seems such a simple block system, as described here, can get very complicated very quickly!
I loved this production. You did a great job.
Greetings from new friend Brazilian.
We had the smartest trains in the world we did then they went and privatised it all, that class 442 in nse livery still looks to be a modern unit to this day.
So at 19:50 or thereabouts, is it saying that passing this signal at danger is ok as long as you do not drive out on to the main line? It makes sense in my head, for example you may need to back your train into a different siding, but technically need to pass a danger signal to allow the points to switch due to the length of your train.
You’re not moving past the authority and limits of the yard and on to the main line, but you *do* need to pass the danger signal to give yourself enough room to manoeuvre. Is that right, or am I misunderstanding?
Very keen to hear from those in the know. Thanks!
They were, to my knowledge, mostly used where you had sidings/yards running parallel to a main line. If you were to imagine a siding with a crossover onto the mainline half way down it. You would have one of those signals protecting the points in the siding on the facing* direction. With this arrangement you are free to shunt however you feel in that siding without having to have the signaller deal with your movements. Only when you want to take a train onto the mainline do the points reverse and that signal clears.
The example in the video follows this arrangement, with the running lines to the right and sidings infront and behind.
These are, to my knowledge, mostly historic now as they do not get installed new. Although, you can find a few examples still surviving on the mainline to this day. You occasionally find them on heritage railways, nearly specified one on a scheme I am involved with until we decided otherwise.
Hope this clears things up!
*Facing: The direction you take points to go either way.
Really interesting!
Amazing.
Wow, how things used to be. Wonder if most or all of them systems are fully automated?
The narrator sounded like Tony Bastable.
It is important that terrorists do not know about track circuits.
Thomas
😖