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I still find it interesting, 90’s don’t seem that long ago but it’s 30 years now.

Yes it’s one of the great stations 👍

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@kingwolfgaming4774 45 years ago when I was using that station there used to be some kind of locomotive parked there but I didn't bother finding out about it because the Internet was so slow.

Thank you, we are glad you like the channel 🙏 👍

Thank you! Yes it was better than we expected it to be. We had a good day also, and may go back. Thank you for taking the time to comment.

@@kingwolfgaming4774 i think they offer a walking tour of the tunnels, take a look into that, that be a cool video,

Hi 👍

@ can you do 2024 stock later

Yes, okay 👍

Thank you 👍

I Didn’t know that. Learnt something new today 👍

Thank you 👍

Theres a pause button?

Okay point taken, it was very cold Sunday and I needed to move around a bit 👍

Yes 👍 your not wrong

Wow!! Great ideas 👍 interesting, thank you for taking the time to comment

I think you need to get out more 🥱

I didn’t know signalmen were called Bobby, interesting. Thank you for your comment 👍

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Apparently this train has been scrapped, and the cleaning is done by hand using backpack hoovers, so I’ve been told.

@@kingwolfgaming4774 Dust pan and brush then yet again! Sighs!!! 1 step forward - 3 steps backward as per usual!

​@@MistressValkress www.london.gov.uk/who-we-are/what-london-assembly-does/questions-mayor/find-an-answer/tfl-tunnel-cleaning-train-1

Thank you for your comments.

On these trains there are two braking systems essentially. The fail-safe automatic air brake and the electro-pneumatic brake. The former can only be increased gradually in application, any release must be a full release. The EP system can be fully graduated and will hold at the application level chosen. This video is some years old, no trains in mainline service in the UK use a braking system set-up like this today. Indeed most multiple units have a system exactly as you describe with fixed braking steps (3 or 6 are standard depending on type) and mostly fully electro-pneumatic with no through air pipe. The newest trains tend to have fully variable brake controls, rather than fixed steps now.

I’m sure someone with more knowledge will answer you? Thank you for taking the time to comment 👍

I’m sure someone more knowledgeable will answer your great questions 👍 Thank you for taking the time to comment

Someone said that it had been scraped?

We are glad that you found this interesting, and it’s exactly the reason we share. 👍

Thank you for your kind words. We were originally going to be a gaming channel. Then my son got interested in trains it was getting expensive so to save some money instead of travelling on trains every weekend we started volunteering in heritage railways, helping to restore a class 45 and working at a signalling museum, the channel changed from gaming to trains. 👍

@@kingwolfgaming4774 ... the lad grew up a bit and the dad regressed a bit. Perfect!

I can tell you that most drivers, most of the time would use the EP brake. Only those under assessment with a manager, or following a failure of EP brake, or those wishing to maintain their skill would use the Auto brake. The auto brake required a higher level of skill to provide a safe, comfortable and on-target stop, due to the full release (and delay to re-apply) when compared with the EP brake, which could allow the driver to reduce the amount of brake force incrementally without running out of air. HTH. (EX SR driver/Instructor!Driver Standards Manager).

@stoatsngroatsuk5012 Thank you! Sounds like the auto brake was part of the training and drivers did at least have some experience with it when they encountered an ep brake failure.

@@SapienzBuchse definitely part of training, and you had to be competent with auto brake before being passed to drive. In practice though , because EP braking was easier and more forgiving, most drivers only used this, and some would hardly ever use Auto, meaning on their 2-yearly driving assessment, might not have the most gentle of stops! These days of course, things are quite different.

@@stoatsngroatsuk5012 Thanks for your insights. Would one have to turn off the ep brake beforehand to use the auto brake or would it automatically stop working once the lever is moved forward to the Lap position or beyond? From operating the lever it appears to me to be impossible to get auto brake without a full service application of the ep brake first.

@@SapienzBuchse in the area I worked we had 2 types of stock, suburban EPBs and Main Line EPBs. The suburban trains had a 5 position brake handle giving EP brake between release and full service (50psi of brake pressure), position 3 was Lap, position 4 was venting the brake pipe (to apply the brake) and position 5 was a full emergency brake position. When using EP brake you would place the brake handle at any position between 1 & 2, and increase or reduce the applied pressure by moving the lever forward or backwards as required. To use Auto brake, a smart single move,ent from release to Lap would effectively isolate the EP brake side of things ( not completely though - you would trap a small pressure in the brake cyclinder, 1-5psi depending on how smartly you moved the brake handle!) From the lap position you would move the lever forward to position 4 and apply (only) the brake - you could add a little by moving the lever forward and then back to lap. On the other main lien stock, a switch operated EP or Auto. This stock had 3 positions: released, full application and emergency. In EP the same operation as the 5 position brake had on the EP section, plus emergency. In Auto, the same as the Lap- position 4 element of the 5 position brake. I hope this is easy to understand? It is many years since I drove either of these - over 25 years in fact, but the details in this video was what we learned in the mid 1980s - plus much more detail -the valves inside the brake chest, how the triple valve works, etc. so that we could identify faults and either rectify them or isolate sections of the train to enable the safest movement possible. I had a brake failure with a 12-car train, and was able to identify fairly quickly the fault, and to make an isolation which enabled me to move the train forward from a different cab, placing my guard at the front and keeping in contact with him by cab-cab communication. We had only a 20 minute delay, and that was good because my train fault had caused an unreleasable brake failure with 5 of the 12 coaches still inside a tunnel, and the rest outside!

Wow, he was lucky a lot to lose, over one little mistake. Could have been a different story if there had been an accident. Thank you for sharing 👍

Interesting story, lucky driver. I have read about incidents from Germany and Switzerland with skipped brake tests. One was even an official simplified procedure that was then hastily reverted. These stories normally don't get to the part where the driver gets a written warning. They rarely are alive at that point.

@@SapienzBuchse He went past the signal at danger by a short distances - 50 metres ? Or less ? Fortunately the line was clear for a long way beyond it ! They didn't want to sack him . He would have lost all of his pension ! He had a clean record before this with no SPADS before .

@@Sam_Green____4114 Ok, 50 meters is generally safe. I was thinking that half the brakes means double the stopping distance. That can easily result in almost a full block beyond the red signal if a yellow is approached at speed. Most accidents I know of had less than 50% of the expected braking power, and no overlap was able to prevent them.

@@SapienzBuchse It wasn't a very well used line . 3 or 4 trains an hour in each direction .Even less late in the evening !! The signals are very far apart .

I don’t even know who he is? I will look him up. Thank you 👍

Sprig Loaded valve make it a bit clearer, Thank you

Many thanks, glad you found the film interesting

Well said, glad you found the film interesting 👍

Thank you 👍

@ make a video about playing Minecraft one day

You have seen some great things. 👍 thank you for sharing

Thank you for sharing

I don't think that is correct. Lap means that the train pipe is completely isolated. Neither air is fed into it from the main reservoir, nor is pressure released. [1] This means that the brake cylinder pressure is kept constant. This could be no pressure, a pressure that makes the brake pads barely scrape the wheels or full service pressure (50psi). In the video the fail safe classic air brake is controlled the old school way. In comparison, the ep brake is simple to operate. The driver selects a position and the electronics will set the corresponding brake cylinder pressure. For the failsafe brake, the controller has these positions: - Release: Refill the train pipe until it reaches the max pressure of 70 psi. - Lap: Keep the train pipe at the current pressure. - Auto Service: Slowly reduce train pipe pressure. - Emergency: Reduce train pipe pressure as fast as possible. How does the driver brake using this system? If the train is coasting along, the train pipe is at 70psi and the controller is in Release. To start braking, the engineer now moves the lever to Auto Service and watches the train pipe manometer. When the train pipe manometer reaches it's desired value, for example 60psi, the engineer moves the lever to Lap. The train is now constantly braking with 25 psi brake cylinder pressure, until further action by the driver. If the driver wants to brake harder, he can move the lever to Auto Service again and move it back to Lap once the desired train pipe pressure is reached. If the engineer wants to stop braking, he moves the lever to Release and the train pipe slowly fills up to max pressure, releasing a brakes after just a couple of psi of increase. If the engineer wants to continue braking but at a lesser rate, he is out of luck. These air brakes don't have graduated release, so even a small release will instantly release them fully. He then needs to reapply them. If he reapplies them before the train pipe is back to max pressure, the will work with less brake power. If he does that a couple of times, he has an unbraked train. That last bit about the train becoming unbrakeable is why these brakes without graduated release are called exhaustible. [1] Some modern controllers actually keep train pipe pressure constant instead of isolating it. This avoids pressure loss due to leaks in the train. I can't say if the trains in the video have this or not.

I can tell you how it is on a Knorr controller: you have the levels Release blow Release Cutoff/Lap 1A 1B 2-8 Emergency What you describe is the level 1A, where the brake shoes are brought onto the weels, but no brake force is applied. This makes the brake react much faster. The driver should use this level to keep the brake ready for a quick stop when shunting.

Thank you for sharing your knowledge, it is appreciated, Thank you 👍

There were no secondmen on units. The wheel was purely a parking brake. I drove these units.

I’m not to sure what happened to it, maybe someone more knowledgeable can answer?

😂 ha ha looks a bit like him

@ I think it sounded like him too, as did my wife. He would have been 20 in 1946, just out of wartime service in the Royal Engineers which would fit nicely with Crown Films and railways.

Hello, thanks for watching 👀 👍

We volunteer on a heritage railway, so we find this all interesting. 👍

Glad it was helpful! Thanks for watching 👍

Glad it brought you happy memories 👍

If you want to pass your traction exam, you'll need to know all this and learn about juice supply, motor control, jumpers between coaches,fusesand changing fuses, brake faults, traction faults , emergency coupling procedures and handbrake and motor generator and compressor locations under different scenarios,,brake testing, driving from other than a leading cab, and shoe fuse changing/isolating units using paddles. This isn't overcomplicated, you need to know and understand this shit. Thirty five years later, because it was drummed into me by blokes who'd forgotten more about emut stock than I ever learned, I still do.

I only volunteer on heritage railways but I found it really useful, we have more of these videos, if it’s any help to people?

I remember seeing this video years ago and it was a lot clearer than the training material that I was given when learning LUL Westinghouse stock. The explanations are necessary so staff had an understanding of the equipment they were using. When it comes to train brakes, plus the backup system for if things went wrong, it helps if you know what’s going on 👍🏼

@@kingwolfgaming4774Yes definitely please keep uploading. It’s useful, for example, to young engineers such as myself, that are new to rolling stock engineering.

Rondon68 - it really wasn’t. You must not be a railwayman. That was pretty straight forward tbh. I’ve never worked an EP train, but now have a fairly good grasp on it.

The view is just across the road from the imperial war museum, which is also really well worth a visit.

These films are fantastic, we absolutely love BTF films, history and social history. 👍

As a trained actor, I can understand the great fun that could be had on film sets, and the interest of some of the film studios, like Pinewood.

@ My contribution to Railways 200 will be an illustrated talk onBTF which will go on tour

@A60stock where is the tour going? In London?

It certainly looks different in the film.

Glad you enjoyed it!

Glad you liked the video. 👍

Glad you liked the video. Thank you for taking the time to comment 👍

No problem, glad you enjoyed it.

Well it is over 40 years old now, but I know what you mean.

@@kingwolfgaming4774 scary it's that long ago, but I reckon even in 1983 it would have looked anachronistic.

I was the producer. The writer, composer and editor had all worked for British Transport Films in the 1950,s and 60s and of course there is a significant amount of archive footage in the film.

@@A60stock I’m a big fan of the BTF films, got the bluray releases so thank you for your work!

Glad you liked it, I love these films. 👍

Some of the stations today could do with a few more light bulbs.

I think cameras in those days needed a lot more light.