So I'm a former signal electrician/ maintainer, and you absolutely nail the critical information that i find lacking in all other signalling content on KZread. Many people still think that signals operate because of Time intervals. "This signal is at Red, but after a time, it changes to yellow", etc. Thank you for getting the ground work 109% right!

I really love this channel. When I was a child 50 years ago I was a crazy railways fan. I loved my small electric toy trains and to assembling their plastic tracks. Growing up I got more interested on technical aspects of real trains, and you are teaching me a lot. Thanks.

Correction, highest speed with lineside signals in europe is higher than 160km/h although in most countries its 160km/h. In UK it is 200km/h, in France it is 220km/h. On the French line thats 220 the first non green aspect a driver will see is actually a new speed limit sign, which is backlit, at 160km/h. I've always wondered if this is some sort of separate distant signal to extend the braking zone.

@osasunaitor

2 жыл бұрын

Also 200 in Spain (with ASFA protection system, at higher than 200 the ETCS system is required). About the pre-warning 160 sign you mention, we also have something similar in the form of a blinking green signal aspect. It's called "conditional clear", it means that the track is still clear ahead but you should reduce to 160 because you might find a warning yellow signal later. I think most countries allowing higher than 160 speeds with physical signalling systems have an equivalent indication to pre-warn fast trains

@Luigi-uj5ml

9 ай бұрын

The "flashing green" was introduced at the SNCF: trains traveling at no more than 160 km/h could consider it the same as any "steady green"; instead the driver of a train traveling at more than 160 km/h had to slow down until the speed was reduced to no more than 160 km/h before passing the next panel. A pre-announcement signal (P) was also provided for mobile TIVs when presented. A similar pre-announcement signal was also foreseen for what concerns the TIVs of the construction sites (temporary signs placed to order the reduction of speed in correspondence with sections of line along which works are being carried out). Instead here in Italy, to allow circulation at speeds above 160 km/h along the "Direttissima" Rome - Florence, they invented the repetition of signals (Cab signals) with 9 codes, adding a second carrier to the one used for the "Automatic block with coded currents" of the American school.

As an Australian, I loved the use of the NSW trains signalling explanation and using their videos to explain it.

@xymaryai8283

Жыл бұрын

i also recognized that, but are you sure its specifically NSW signalling and not British? all i know is it certainly isnt Victoria's confusing mess XD

@sheriffmayhem9

Жыл бұрын

@@xymaryai8283 oh yea I’m sure because I did that watched that very signalling video during my training, plus the train depicted is the Waratah A Set which is in NSW painted in the Sydney Trains Livery

What a great explanation. I teach new train drivers this exact same subject (although in more depth) and your video provides a very good basic explanation that many people can use to start to understand the deeper signalling issues. If you don't mind I will direct my trainees toward your channel.

@RailwaysExplained

3 жыл бұрын

This is exactly one of the ideas of our channel. That people use our videos to educate young railway students and pupils. Please feel free to forward this to your trainees and feel free to play it in class as well.

@georgen9755

10 ай бұрын

Why should I learn something that doesn't interest

I work for a train company, even though I'm not a train driver, I'm always on the trains, it's fascinating to find out the origins of the current signals in use.

Thank you for giving Imperial measurements along with metrics it makes it so much easier

Yet another video done brilliantly to explain so even an amateur can understand. Brilliant. Thank you. Greetings from Sweden 🇸🇪.

@RailwaysExplained

Жыл бұрын

Thank you!

11:18 in Poland on "CMK" we have speed of 200km/h and signals are still present

As an ongoing train traffic controller in Germany I have to say that you did a great job on explaining everything you mentioned!

Very nice video. Everything you need to know (in the beginning) about rail signalling, summed up in a simple and straightforward manner. Great analysis and conclusions. Keep going Railways Explained!

Thanks for this informative video on railway signalling, From childhood i have been fascinated by the Railways and still that enthusiasm of train journey has not receded, i always take a train for a overnight journey, during my young age i used to see only Semaphore signalling and that too some had oil lamps at night, put up by the gangmen every evening and slowly this changed to lights with the cables from the signal switching post run to a distance with rollers The mechanical hand lowered or lifted up to show proceed was a marvellous and slowly colour light signalling takes over, i was waiting to hear you say about the keys transferred from one station to other y the loco pilot and this helps to operate the signal lever so that the loco pilot understands whether the block is clear or not clear. There used to be a bamboo bent like a tennis racquet and a leather wallet belted to this will hold the key, when passing a station the loco pilot drops his and grabs the one held by the gang men, this was lovely to watch especially during night when he holds the key with one hand and fire torch in the other, Please show more videos about signalling.

In Denmark we use visuel signals and we drive 180 km per hour, so it is not only up til 160 km per hour in Europe. but great video.

i just got hooked with trains and then i found your channel and its amazing! keep up the good work!

@RailwaysExplained

Жыл бұрын

Welcome aboard!

Actually, although 160kph (100mph) is a common limit for lineside signals, some countries, in particular the UK and France, allow running up to 200kph (125mph) under lineside signals. The UK also did do test running at 225kph (140mph) using an extra flashing green aspect, but this was never used in service (although the flashing greens are still present on the route where the tests took place). The main variation from the basic green-yellow-red system is speed based signalling. These tend to still follow broadly the same principal, but add in additional aspects (either multiple aspects together, flashing aspects or both) and sometimes will even display maximum speeds. Some systems will also have different forms of red signal, one being an absolute stop, and one being a "stop and proceed with caution". The UK has it's own variation on green-yellow-red which adds in an extra "double yellow" as an advanced warning, allowing trains to run closer together by reducing the block length whilst still maintaining the same braking distance.

Thanks for all the info. I would be interested what fall-back systems are in place, if there are power outages, the 4G network is unavailable, or any bigger computer sabotage happens. If there is no signaling installed on the line, does that mean that all freight and passenger transportation can be brought to a standstill on all those major transportation lines, just by knocking out those critical networks?

It's was a really nice sum up of the evolution of railway signalling. I did not even have an idea the Time interval Signalling existed. I suppose it would also be useful to mention that CBTC systems are currently only associated with metros and not yet with main lines. Also a few words on ETCS signalling

@RailwaysExplained

3 жыл бұрын

Thanks Harish for the comment. We agree with you. All this will be covered in future videos about signaling. We think that this video has hit the point and that it allows people who are not dealing with the railway to understand the basics of signaling.

@trainstrains1

3 жыл бұрын

@@RailwaysExplained My railway will be moving toward the CBTC system as part of stage two implementation of the ETCS ATP that you showed. I agree, another video on ETCS and CBTC would be good.

@pwhnckexstflajizdryvombqug9042

3 жыл бұрын

@@trainstrains1 I am pretty sure that the moving block system is part of ETCS level 3, which still hasn't been properly implemented on any railways. ETCS level 2 is "virtual block" it does not have line side signals, but it still has fixed blocks. This means that blocks can be made shorter more easily and trains can run for efficiently, but not quite as good as moving block.

@trainstrains1

3 жыл бұрын

@@pwhnckexstflajizdryvombqug9042 Hence why I said "moving toward". There is still a long way to go with implementing stage one on trains that are 20 to 30 years or more old before we can even look at going to level 2. However the plan is there for removal of the lineside signalling and eventually moving to level 3 which, as you correctly said, has not been implemented anywhere yet. It will come however.

@stanpolchinski8956

2 жыл бұрын

interesting basic over view, well done. & I got lost after electronics entered the equation. thank you.

Yes. Please explain these technologies in further depth. Great video.

10:05 I am so thankful you showed good example as Korean. The blue train set is of Korail 371000 Series EMU operating on Gyeonggang line (means connecting between Gyeonggi and Gangwon province) Korail Metro. Most of Korean railfans think 371000s are special. It is because they can be operated on all 25,000V alternating section despite no control centers' approval. ATS, ATP, and ATC were installed in them as first subject of Korail all EMU series. (Of course they cannot be in Direct Current 1,500V ^^;;;) As locomotives, there are Korail's EMD GT26CW DL7573 ~DL7576 introduced in 1996(earlier than 20 years comparing with 371000s), which are worked as special engine on High Speed Rails; Relief Wrecking Drive TGV-K, KTX Sancheon, and EMU-260&320 of Korail. Unlike other GT26CW DLs in Korea, ATC(for TVM-430) were installed in the four. Thank you for reading and have a nice day sir. :)

Thank you so much for creating a fascinating video! As a Sydney local i enjoyed seeing a Waratah II train (i think)in your video about signals

yes please! More details on the tech of this subject would be excellent! This was great - many thanks.

Anything about railways is very interesting ❤️👌🏼👍🏼

Great video. I always stared at the signals at signals, and wondered how they worked.

9:50 Good God, a OSCAR Train(H Set) operated by Transport NSW

The "flashing green" was introduced at the SNCF: trains traveling at no more than 160 km/h could consider it the same as any "steady green"; instead the driver of a train traveling at more than 160 km/h had to slow down until the speed was reduced to no more than 160 km/h before passing the next panel. A pre-announcement signal (P) was also provided for mobile TIVs when presented. A similar pre-announcement signal was also foreseen for what concerns the TIVs of the construction sites (temporary signs placed to order the reduction of speed in correspondence with sections of line along which works are being carried out). Instead here in Italy, to allow circulation at speeds above 160 km/h along the "Direttissima" Rome - Florence, they invented the repetition of signals (Cab signals) with 9 codes, adding a second carrier to the one used for the "Automatic block with coded currents" of the American school.

Time Interval System. Until around the 1920s, here in Italy and in other European countries (France, Switzerland, etc.) the green flag or light meant slowdown, danger, etc. and the yellow flag or light did not exist. I would therefore kindly like to know whether the green, then yellow and finally red flag sequence seen at the beginning of the animation which deals with the "Time Interval System" is historically reliable or not. Thank you very much for your availability and collaboration

@jovetj

4 ай бұрын

I would say not.

Incorrect info. 100mph is not the speed at which lineside signals are no longer used as my local line runs 110 with 4 aspect light block signals and the max is 125 here using full signalling and signage.

Why not the same be followed in Road transport thereby 1.Rash driving 2.Drunken driving 3.juvenile driving Can be avoided.

Great job! Very good explanation and clear examples. Well done!

@RailwaysExplained

3 жыл бұрын

Thank you Ariel.

This is an awesome video. Can you make one with the origin of railway travel, earliest locomotives and the like? The historical clips on the "Purpose and Elements of the Railway Track" were great, I'd love to see more of them.

Wonderful summary of the basics. Thank you for your work

That moment when a section of track near your home is shown in a random yt video... o.O

@AstonL3

2 жыл бұрын

Which section

@ManuDashOficial

2 жыл бұрын

@@AstonL3 *this the internet, no one's gonna share you that info, sorry.*

@AstonL3

2 жыл бұрын

Why

@RafiyaAyaz

2 жыл бұрын

Po

Interesting video! Would be nice if you would do more videos specifically on signalling topics

Looking forward to the next video on signalling with more explanation on modern signalling

Great job👏🏻

Great video Sir.

It is a great overview of the evolution of railway signalling, thank you very much for this great content. Unfortunately, there's a substantial error in it concerning the colour coding of signals. In the beginning, railways used a different coulour coding than nowadays, where red also meant 'stop', but green meant the 'danger/caution', and white was used for indicating 'clear/proceed'. The current red-yellow-green scheme was first introduced in the UK in 1872. Railways in the US started using this new scheme first in 1905. Germany introduced the red-yellow-green system in 1912, other continental European countries switched to the new system in the interwar period.

I would like a level crossing video similar to this one. Keep up the good work though!

Thank you for the informative video. Yes please a video on the newer signal technologies. Model railroader and electric railway museum volunteer here. Side note; an early version of cab signals was on the San Francisco Bay Bridge Railway. The worry was the bay fog would obscure line side signals. Operation was from 1939 to 1958. Abandonment was a crime.

@RailwaysExplained

3 жыл бұрын

Thank you for sharing that information! 🙂

In Britain the maximum speed is 200 km/h except for the high speed channel tunnel rail link. This speed was introduced with the diesel InterCity 125 in 1976. Britain is an exception to the rule that the maximum speed is 160 km/h if trackside signals need to be observed.

@xouxoful

2 жыл бұрын

There are some classic lines with a max speed of 200 in France too. But except those specific sections, the rule is 160 max.

@ChrisCooper312

2 жыл бұрын

@Alfred Weber The requirement for a second man over 100mph was dropped I think in the early 90s, with the limit increased to 110mph. These days it is 125mph unless there is cab signalling.

Aye! Loving that video at the end of AMTRAK crossing the Schuylkill River in our home city of Philadelphia. 💪🏾💪🏾

Great video.. 👌 Maybe you could cover the topic of high speed trains, having in mind their popularity, controversy and neverending discussion of their feasibility.. but in more details because you mentioned it in previous videos... Tnx 👍

@RailwaysExplained

3 жыл бұрын

Uros, thanks for the comment. Certainly videos about HSR trains are in our plans. From the very idea of ​​HSR, the technology that is applied as well as their influence on the further development of the railways. You can expect one such video soon.

Here in the UK, the semaphore (mechanical) distant signal was a separate signal coloured yellow with a triangular notch cut out at the end to differentiate it from the normal signal It was an excellent video - I'm not sure the timed version of the signal was in place here in the UK but I could be wrong

@stephensmith4480

2 жыл бұрын

The Notch was cut out so that a Driver could identify it as a Distant signal, even if the board was covered in Snow.

@ChrisCooper312

2 жыл бұрын

The timed system was in use, but was outlawed back in the late 19th century due to the risk of collision if a train became stuck in the section.

@jovetj

4 ай бұрын

The main difference with Distant signals is that they cannot show 🔴red. Modern ones show 🟡amber for _Caution_ or 🟢green for _Clear._ But yellow or amber haven't always been available... so WAY back when, it was red, green (for caution) and clear/white.

Excellent Enterprising Extraordinary Emerging Evolving Railway Signalling Endeavor 🌹💐🤝🙏 Hearty Greetings🤝

The Armagh Railway Disaster was pivotal in bringing an end to the time-based system

Very nicely explained, Thankyou :)

Your channel is teaching me more and more about railways great work 👍

Good job

Thanks man. Nicely explained.

Hi, thanks for this and many other videos, @railwaysexplained ! If you could, Id love to see a video about ETCS and generally about radio-frequency based security on railways... thank you! :)

Thank you for sharing, i wouldo like to nkow more about signalling and Railways Communications systems based on GSM-R ou LTE-R Tech

Very well explained. Great presentation. Thank you 🙏🏼

@RailwaysExplained

2 жыл бұрын

Thank you

In the UK on permissive blocks (section of track) you can have more than one train provided the following trains can see the tail lamp of the preceding train if still in view. This occurs in freight only lines and at stations where multiple trains can share the same platform. Only on absolute blocks is the rule one train per block.

@osasunaitor

2 жыл бұрын

I believe the idea of permissive signals on automatick block sections is widespread. I'm a train driver between Spain and France and both countries have this system too. I would be surprised to find a country that doesn't.

@neiloflongbeck5705

2 жыл бұрын

@@osasunaitor thanks for that. I was sure that permissive block working might exist outside of. the UK as it is very useful but not being sure I only talked about what I was certain of.

@jovetj

4 ай бұрын

In the United States it is very common for multiple trains to be in the same signal block. The following trains must drive on sight, though. The USA also makes extensive use of _permissive_ signals, which cannot show _Stop_ but allow trains to proceed on sight into occupied blocks.

There was one other system for use on branch lines. A token was used to allow a train to operate on the branch and it was returned when the train left the branch. Of course, this limited the branch to only a single train at a time.

Interesting video. Keep going. Can we expect a video about locomotives and their power in your country and the world?

@RailwaysExplained

3 жыл бұрын

Thanks Nidža for the comment. Of course, videos about locomotives, their power as well as development are in our plans.

@patrick_test123

3 жыл бұрын

@@RailwaysExplained Or just have a laught about european couplers.

@trains_thru_the_lens

3 жыл бұрын

@@patrick_test123 why?

@patrick_test123

3 жыл бұрын

@@trains_thru_the_lens Buffer and chain is just a joke.

@neiloflongbeck5705

2 жыл бұрын

@@patrick_test123 for a joke, it was universal from Spain to Norway and from Portugal to Turkey. A vehicle from the UK could travel everywhere in Europe without needing an adaltor and vice versa if it fitted the UK's more restrictive loading gauge.

Wonderful explanation Expecting more videos

@RailwaysExplained

3 жыл бұрын

Thank you Durga. You can expect a lot of interesting videos in next period. We are planning to cover all aspects of rail system. Did you manage to watch our previous videos?

@ Railways Explained❗ Great Video, and YES, 11:32, please make a video on that. THIS video made me subscribe to your channel.

Loved it!

Thanks a lot for this wonderful video. Yes, please keep updating with the latest. Regards.

@RailwaysExplained

2 жыл бұрын

Thanks. We will 🙂

True informative video 👍 please make video on KAWACH automatic safty system developed by Indian Railways 😇

Great explanation, thank you for this. Would be good to hear about 4G / 4.9G LTE based MCx DTRS and what you understand of 5G FRMCS DTRS

The railway workshops museum near my house still have a few lines that still have the mechanical signals (although I’m not sure if they are still used or have been automated) One of the lines even has the switch point box although I think that may also have been disconnected. Edit: I only know this because the old line runs in between 2 of the main buildings at the shopping centre near my place. Look up rRverlink, Ipswich QLD and you’ll see it

Love this video - Now Subscribed to the channel... 👍🚦🚦

Thank you for the useful information provided in this video. May I ask for some more videos on Wayside Equipment and AVLS? Thank you.

Good production

You mention in Europe that trackside signals are only used up to 100mph/160kph, but that's not quite complete: in the UK it's a little higher (125mph/200kph)

@cedarcam

2 жыл бұрын

We can actually run up to 140 mph with our soon to be scrapped class 91 locomotives. The section of track where this is possible has flashing green aspects. The reason the trains do not run at that speed regularly is because of level crossing timing circuits and the viewing distance track workers need to be able to stand clear of the line.

Good information

We still use flags in our country

hi, very good knowledgeable video.... if possible please explain about CBTC and ERTMS system.. how it works

very very informative.please make a video on the communication usied in the signalling technologies

Great video 🚄🚄👍

@RailwaysExplained

3 жыл бұрын

Thank you!

You said that lineside signalling is used up to 160 km/h in Europe. This is not correct. The UK (which remains in Europe in spite of Brexit) has been running trains at up to 200 km/h for several decades. Richard Branson briefly had a plan to raise this limit a small amount, though it wasn't followed through. The only UK mainline route I can think of that only uses in-cab signalling is the Channel Tunnel Rail Link (300 km/h and 230 km/h for phases I and II, respectively).

I would love to see a Video about PZB and LZB Train protecting systems^^

Ur diagram is imperfect to my knowledge, the poles should be infront and relays system should be behind, for signals to work, any how the explains the systems.

Yes, interested:)

Very nice

+1 for 4G signaling video

it would be great if you could make a video explaining the cost of construction of various types of rails like high speed,Elevated,Underground etc I seriously dont understand y it costs soo much to lay 1 km of high speed rail

How much time passes between a green signal and the train arriving . in the UK Thanks !

The theoretical minimum interval depends on the time taken for deceleration to a halt, right?

Yes I am interested ☺️

Great vedio

@RailwaysExplained

2 жыл бұрын

Thanks

Superb video..request link for video on using 4g technology

A correction is needed here... It is not true that trains travelling faster than 160 km/h always use cab signals. I can give you the example of the (non tgv) line Paris Bordeaux, where some long sections allow up to 220 km/h, only with lateral signals. There is even a signal aspect- flashing green - displayed before yellow, to instruct drivers to slow down to 160 km/h. There are similar situations in Italy, Germany, and UK.

@RailwaysExplained

3 жыл бұрын

Dear Marc. Thanks for this information. But we need to say that cab-signalling system is mandatory in most of the countries where trains are allowed to exceed speeds of 160 km/h. Reason for that is because it is difficult for train drivers to see signals at higher speeds. As you mentioned there are specific cases. In these cases a so called multi-aspect signalling is being implemented. This solution requires that if operating speed of a train is 200 km/h, train driver needs to see a "slow to 160" signal in the first block, and then a stop signal in the 2nd block if there is a need. In addition, this solution does not solve the other problems with high-speed operation, the difficulty of seeing signals at higher speed, especially in marginal conditions such as rain, snow, and fog. Cab signalling solves these problems. Bringing the signals inside the cab makes it easy for the train driver to see them which is great contribution to the safety level of railway operation. Regards.

@PhilSmith71

3 жыл бұрын

The flashing green aspect on the East Coast Main Line was basically a fifth aspect with the sequence to red as follows; Flashing Green, Green, Double Yellow, Yellow then Red. The flashing green permitted speeds up to 140mph or 225kph (which is why the British Rail Class 91 loco, Mk IV stock and DVT consist was originally marketed as InterCity 225. The Mk IV rolling stock profile was designed to allow the train to tilt at the higher speeds.) Running on ordinary green aspects gave a MAXIMUM permissible speed of 125mph, dependant of course on the permissible speed shown in the Sectional Appendix and by the lineside signs.

@FabianEason

3 жыл бұрын

@@PhilSmith71 worth pointing out that the 5th aspect allowed 140mph without having to reposition the signals. 4 aspect would be fine for 140mph, of the signals were respaced, which would have been a painful project. Also, worth pointing out that 140mph was allowed if there were two drivers, to orovide redundency. It was only single driver operation that limited speed to 125mph. A number of years later the safety director changed it so that 125mph was the limit for lineside signals regardless of jow many drivers.

@PhilSmith71

3 жыл бұрын

@@FabianEason I did know that the Flashing Green was the existing Green aspect except that it flashed, but thanks for clarifying that point. ☺️Interesting to know about the other facts though!

In continental Europe the mechanical signals are whole different

More about modern signalling systems.

Sir, can we get presentation for this session..

can have a detail video about CBTC

20th century onwards Compound Interest Complications Complex Computing Before 20th century Simple Interest Simple Machines Simple life

Never occurred to me that track side signals would be difficult to read at high speeds. American moment

@OldLordSpeedy

2 жыл бұрын

The signalling goes inside the locomotives if speed higher 160 km/h e.g. Intercity Express (ICE) or Thaily. Same on Japanese monorail. Many Metro/Underground/U-Bahn use inside signal as security features too. Specially the typical fast train with 250/300/350 km/h travel speed can not see ground signalling so fast.

@jovetj

4 ай бұрын

@@OldLordSpeedy In the US, cab signaling or speed regulation is more or less required above 79 miles per hour. Wayside signaling may be present, but such signals can simply say "just read the speed display in the cab."

Can you make video about electrification standards?

Interested in specifics.

Wow, where is the location at 0:25?

12:14 Is... is this an Amtrack loco pulling a DB passenger carriage?!?

Congratulations by its video! Yes, I'm interested in a video explaing the 4G LTE technologies.

@RailwaysExplained

2 жыл бұрын

Than check it out 🙂 kzread.info/dash/bejne/hZyiqtaYnMTWp6Q.html

What are electromechanical signalling systems?

@jovetj

4 ай бұрын

Signaling infrastructure that utilizes both electricity and human manpower to operate... ?

Can the overspeed-detection capability included in ATP be programmed to detect if an overspeeding train isn't slowing down and send ahead a warning of a potential runaway?

@blue9multimediagroup

2 жыл бұрын

to the control center, yes

@blue9multimediagroup

2 жыл бұрын

but usually, if a train is overspeeding more than a set time limit, the brakes are auto applied

@vikkimcdonough6153

2 жыл бұрын

@@blue9multimediagroup I was more thinking situations like a brake failure, overloaded train running downhill, etc., where the problem is the brakes' ability (or lack thereof) to stop the train, rather than the application (or lack thereof) of the brakes.

A video about ERTMS, the history of why it came to be, and about where it is no in use and planned to be used. How it grew from an EU project to becoming the closest thing to a global standard for signalling there is.

Interesting

Block System seems rather crude.