Well that driver at 3:14 should know that AWS horn is alerting him about the signal ahead which is completely out and he should have slowed down and stop before the signal
True not to mention that if he paid more attention he would've noticed that the signal he had passed before the one with no power was a single amber which means that even if the next one was working it would've probably been red
For the problem of sunlight, would combo semaphore + 3/4 aspect signals help? So maybe have a painted arm that rotates as a backup in case the driver can't properly see the aspect signal?
Most of the time, in this day and age, SPAD's are due to signalling error. Just yesterday my train had a SPAD on the approach to Wembley Central, passed a Green aspect and the next signal had failed, it was a red. My train was going 45mph at the time, and the emergency brakes applied. That is why SPAD's happen, it's usually down to faulty infrastructure.
Question for train drivers on a technical point at minute 4.22. I'm not a train driver but an airline pilot. Regarding the sequence of actions (essentially an emergency stop) why did he silence the AWS warning first then apply the brakes? Surely the priority would be stop, so shouldn't it be brakes first, then silence the warning?
Also not all AWS warnings mean that you have to stop: some can warn you of a reduction in permissible speed or of certain types of level crossings. There are better explanations of how AWS works that can be found, but it pretty much warns you to look out for a sign/signal that you (may) need to act on.
@@jubileelinetrainop3211 That's precisely what you'd WANT to happen in this situation, so I'm still not convinced that this is the best sequence to perform operations. Given it took the driver about a second to apply the emergency brakes after hitting the AWS acknowledge, assuming a speed of 30 mph, that's roughly 13-14 metres travelled unnecessarily that could make the difference between SPAD'ing or not...
WOW! Just wow..... At 4:23 this guy is training people to approach a signal that they should have been ready to stop for at a speed where he needs to use an emergency application of the brakes to stop the train before running the signal. This is so bad in so many ways!!! He makes it sound like this is just fine. Not a problem in the world with this. Are you kidding me!?! You ALWAYS approach a signal ready to stop short if running on a yellow!
+mrnoodles100 No fixed speed is set out it is up to the driver to judge the correct speed based on different factors such as where the next signals are, gradient (hills), if it is a known low adhesion area etc.
Companies can impose speeds for caution and preliminary caution signals. Ours states 60mph max through Caution signals outside greater London, 50mph max within greater London.
Oh no.... I'm starting to enjoy these training videos :(
Next station: NOWHERE
Bruj I genuinely wanted to learn and of course it's Paul Tyreman what would the railway industry do without this man
7:55 I knew Hi Viz jackets weren’t actually safe
You'll be going NOWHERE-Paul Tyreman
I never David Cameron did these videos before becoming PM!
That's not him!
The driver in the last scenario acting same was as the driver from the 1997 Southall collision
Well that driver at 3:14 should know that AWS horn is alerting him about the signal ahead which is completely out and he should have slowed down and stop before the signal
True not to mention that if he paid more attention he would've noticed that the signal he had passed before the one with no power was a single amber which means that even if the next one was working it would've probably been red
@@blairzo97 indeed
For the no aspect, when we where watching the outside in the cab, he passed a SPAD anyways, lol
For the problem of sunlight, would combo semaphore + 3/4 aspect signals help? So maybe have a painted arm that rotates as a backup in case the driver can't properly see the aspect signal?
Most of the time, in this day and age, SPAD's are due to signalling error. Just yesterday my train had a SPAD on the approach to Wembley Central, passed a Green aspect and the next signal had failed, it was a red. My train was going 45mph at the time, and the emergency brakes applied. That is why SPAD's happen, it's usually down to faulty infrastructure.
I think the control of the train set the signal wrong.
Or the signal failed safe to red.
That would be considered a Category B SPAD. This video exclusively deals with Category A SPADs (ones that happen due to driver error).
that's what caused the Glenbrook train crash
Question for train drivers on a technical point at minute 4.22.
I'm not a train driver but an airline pilot. Regarding the sequence of actions (essentially an emergency stop) why did he silence the AWS warning first then apply the brakes? Surely the priority would be stop, so shouldn't it be brakes first, then silence the warning?
If you don't silence the AWS, the emergency brakes come on and a warning is sent to the signaller
You need to acknowledge that you've seen a caution or danger aspect, and then act on it.
Also not all AWS warnings mean that you have to stop: some can warn you of a reduction in permissible speed or of certain types of level crossings. There are better explanations of how AWS works that can be found, but it pretty much warns you to look out for a sign/signal that you (may) need to act on.
Basically its a "LOOK OUT OF THE WINDOW! THERE'S SOMETHING YOU NEED TO CHECK!" warning.
@@jubileelinetrainop3211 That's precisely what you'd WANT to happen in this situation, so I'm still not convinced that this is the best sequence to perform operations. Given it took the driver about a second to apply the emergency brakes after hitting the AWS acknowledge, assuming a speed of 30 mph, that's roughly 13-14 metres travelled unnecessarily that could make the difference between SPAD'ing or not...
Not Paul again. 😔
WOW! Just wow..... At 4:23 this guy is training people to approach a signal that they should have been ready to stop for at a speed where he needs to use an emergency application of the brakes to stop the train before running the signal. This is so bad in so many ways!!! He makes it sound like this is just fine. Not a problem in the world with this. Are you kidding me!?! You ALWAYS approach a signal ready to stop short if running on a yellow!
Where do you get these from?
The level crossing is automatic, so it is not protected by signals.
SPAD risk are also spisks
I’ve done the driving on the train simulator
lol same
Horizelux yeah
Lol ok
Yeah
1:50-1:53 is the oddest editing I've seen. Start in VO, you should finish in VO! And this music, what an odd choice!
Google can't answer my question, wow! What speeds do drivers travel at in relation to the line speed when passing yellow and double yellow signals?
+mrnoodles100 No fixed speed is set out it is up to the driver to judge the correct speed based on different factors such as where the next signals are, gradient (hills), if it is a known low adhesion area etc.
Kieran Harvey
Cool thanks!
Companies can impose speeds for caution and preliminary caution signals.
Ours states 60mph max through Caution signals outside greater London, 50mph max within greater London.
SPaD=P45