Excellent...I studied this on my own when I was a teenager...that's why I always was in the front car when riding and just being aware of the signals and watching the yellow trip sensor going up and down...thank you for this video...I completed my training...lol
@@docphillips5153 Happy you found it informative. We’ll get to more topics didn’t want pack to much into one video. Key-by for the most part allows a train to override and lower a tripper arm by bridging an insulated joint, which is why they’re offset several feet with automatic and approach signals. Again, we’ll cover it in a separate video.
Nice video. As a train buff especially the technical side, I know a lot of this stuff but always open for any new info and correcting any misconceptions. Sadly with the new equipment we lost the "railfan front window." Thankfully we have train buffs providing nice train operator point of view videos so we can ride the rails at home. Glad I found your channel.
@@kenqwe04 Although we’re not of the buff / enthusiast world we’ve been embrace by the community, which we’re very thankful for. The goal for the channel and content is to bring more folks into the world of transportation to highlight the complexity and importance on the network. We’re going try to pull back the curtain as much as possible. Though there something’s we can’t cover due to agreements. Thanks for the watch more to come including remix content with collaborative route videos.
@@CraigFThompson Yes but you're looking through the train operator's cab. I believe the film is there to prevent glare to the train op's window. It not like it was before when you got right up to the front or rear storm door.
@@kenqwe04 And that's always been a problem with those European cab designs; they consume the entire end of the car instead of just confining the operator to just the right side.... However, the Euro-cabs allow for OPTO (One Person Train Operation).
From an Australian train drivers perspective, I can see where John Bradfield got his vision for Sydney's electric suburban and city underground railways signalling right down to the trip arms. The signalling aspects are a little different, but the fundamentals are the same. Green for proceed, Yellow for caution and Red for stop. One part that is the same is the calling on yellow aspects, both there and here it is "proceed at caution and stop clear of an obstruction or occupied track ahead. Here in controlled areas, we have a little Green "close up" signal, which is a low-speed signal to allow a rail vehicle to enter a block at low speed under 25km/h telling the driver that the block that he is entering is unoccupied. Thank you for the video, I found it informative. Also, I'm guessing the "trip apparatus" on the cars with motorman controls stays in the lowered position even if the cab is a trailing unoccupied position, where here, the apparatus is in the raised position. On an 8 car Sydney suburban and Intercity train set, the trip apparatus stays lowered on the outer ends, whilst on older sets, the intermediate trip arms are raised as our trip arms raise as soon as the first 2 cars pass the signal.
Awesome, Happy it's informative thanks so for watching! We’re planning to get around to another Signals 101 covering an introduction to Long Island's ATC and PTC setups, alongside how speed codes and pulse cab works of course. Hopefully, in the first quarter of next year.
An excellent presentation on the signaling and block of the subway system, I think the next video should be on modernization of equipment and technology related to CBTC
@@ianhardy9375 Thanks so much happy you found it informative. But yes we’re building up to CBTC and a detailed breakdown. We’ll be covering Track,Third Rail and equipment subsystems next and then CBTC.
Thank you so much for the kind words. We've traditionally used a black-and-white style to complement the voiceovers and maintain consistency between historical and modern technical content. However, we're definitely open to exploring new styles color in this case if it better supports the presentation of information and data in our content. Thanks for the feedback.
@@emjayay Whatever is better communication wise we’re open to try it as stated before. We have a signals 102 in the editing stage with color shots inserted. As well as a LIRR signaling 101 on its way. So this is the first of many. We aim to get better with each release. Engineers turned to editors we’re learning. 🙌 thanks for the feedback as well.
Good information. A bottom green can also diverge depending on the route. It doesnt always necessary default in the train going straight directionally speaking.
Indeed that is correct.We went generally speaking for this 101. Were approaching it the same way we would for day one for operator induction in school car starting with the basics and building out. For what we were able to cover in the short we based it out that approach. We'll go abit deeper in the future with other signal aspects ,timers ect. Thanks for the watch. 🦺
@@Subways_io Thank you, looking forward on the one about timers, can definitely help those from hitting them by letting them clear in front of them by taking their time.
In one WTAE video, I remember seeing a signal showing green followed almost immediately by a red signal. However, the was traveling quite slowly at that point, possibly around a sharp curve, so it might have been acceptable. I don't remember which line it was.
Our favorite as well ! We also remixed one of their videos on the 4 line. Another one is coming soon for the A line, where they give the view we break down what you see and how it all works. Shoutout to WTAE. It's intense amount of work but we'll create afew more.
I’ve long been curious as to why the subway system of NYC has never had an intermediate signal between a single green and a single yellow, with signals on heavy rail lines used by CN, CPKC. Amtrak, CSX, Norfolk Southern, Union Pacific, BNSF, Network Rail and other England-based train operators often having such a signal that warns any train driver approaching that the signal afterwards is a stationary single yellow.
I'm not sure how useful an extra buffer would be when signal blocks are already designed for maximum headway (TPH). With headways as tight as 90 seconds, it doesn't seem to offer much benefit blocks and signals are close to moderately spaced not to much space and warning needed to get a train in check compared to higher speed operations. Additionally, it may not be necessary given the combination of automatic trip arms, reduced speeds, and the restrictive nature of block signaling in the NYCT network. Let us know if were missing something?
Odd choice to use black and white or close to it. The black and white might have made sense if the signals and related equipment were in full color. They aren't. I think the fourth track in London is also because a lot of it is iron tunnels in damp clay.
@@emjayay Again we have several other signal videos on the way. Signals 102 covers timers and wheel detectors all in color. Stay tuned for that release very soon.
At one time, the IRT had stretches where the straight rail/divergence was even simpler-- green over red, straight rail; red over green, diverging track. Obviously, stop-and-stay always was red-red.
Indeed, that's correct. The IRT used a center red with four masts on interlocking signals in sections of their mainlines. The ex-IND Dyre Avenue line also used a red-over-green setup for diverging routes until it was re-chained and re-signaled in the 2010s. Maybe at some point, we could create a short video on historical signaling. Thanks for the view!🦺👍
@@Subways_io The one interesting signal anomaly from the BRT/BMT days, pre-1959, was southbound tunnel moves approaching DeKalb at 4-aspect signal X-4; a bottom-*blue* aspect, according to the rulebook (maybe it was lunar??) at X-4 denoted diverging into the A3 bypass for either the Brighton Line or 4 Av. express (skipping Dekalb). Bottom green would have been A1 Tk. to Brighton, stopping at DeKalb, and bottom yellow would have been F1 Tk. against the wall to the s/b 4th Av. Local. When they reconfigured DeKalb and eliminated Myrtle Av. all this changed into today's configuration; DeKalb was lengthened northbound and S/B Myrtle was eliminated and the flyunder added. This is covered in great detail in my track map book, P. 134.
The risk is low for NYCT's setup being the Negative return is grounded. But you can get shocked by touching it and the Third rail obviously and even possibly by touching another grounded object.
Excellent...I studied this on my own when I was a teenager...that's why I always was in the front car when riding and just being aware of the signals and watching the yellow trip sensor going up and down...thank you for this video...I completed my training...lol
Very informative, thanks. Looking forward to part 2. Key By I will be interested in, I think I understand the concept.
@@docphillips5153 Happy you found it informative. We’ll get to more topics didn’t want pack to much into one video. Key-by for the most part allows a train to override and lower a tripper arm by bridging an insulated joint, which is why they’re offset several feet with automatic and approach signals. Again, we’ll cover it in a separate video.
Excellent, very informative and nice technical video, on signaling, and block control.
Thank you so much for this excellent video!
@@larrydee8859 We’re happy you found it informative more to come.
This is an excellent video.
Nice video. As a train buff especially the technical side, I know a lot of this stuff but always open for any new info and correcting any misconceptions. Sadly with the new equipment we lost the "railfan front window." Thankfully we have train buffs providing nice train operator point of view videos so we can ride the rails at home. Glad I found your channel.
From some accounts, the railfan window still exists, albeit covered with a polarizing film....
@@kenqwe04 Although we’re not of the buff / enthusiast world we’ve been embrace by the community, which we’re very thankful for. The goal for the channel and content is to bring more folks into the world of transportation to highlight the complexity and importance on the network. We’re going try to pull back the curtain as much as possible. Though there something’s we can’t cover due to agreements. Thanks for the watch more to come including remix content with collaborative route videos.
@@CraigFThompson Yes but you're looking through the train operator's cab. I believe the film is there to prevent glare to the train op's window. It not like it was before when you got right up to the front or rear storm door.
@@kenqwe04 And that's always been a problem with those European cab designs; they consume the entire end of the car instead of just confining the operator to just the right side....
However, the Euro-cabs allow for OPTO (One Person Train Operation).
From an Australian train drivers perspective, I can see where John Bradfield got his vision for Sydney's electric suburban and city underground railways signalling right down to the trip arms. The signalling aspects are a little different, but the fundamentals are the same. Green for proceed, Yellow for caution and Red for stop. One part that is the same is the calling on yellow aspects, both there and here it is "proceed at caution and stop clear of an obstruction or occupied track ahead. Here in controlled areas, we have a little Green "close up" signal, which is a low-speed signal to allow a rail vehicle to enter a block at low speed under 25km/h telling the driver that the block that he is entering is unoccupied. Thank you for the video, I found it informative. Also, I'm guessing the "trip apparatus" on the cars with motorman controls stays in the lowered position even if the cab is a trailing unoccupied position, where here, the apparatus is in the raised position. On an 8 car Sydney suburban and Intercity train set, the trip apparatus stays lowered on the outer ends, whilst on older sets, the intermediate trip arms are raised as our trip arms raise as soon as the first 2 cars pass the signal.
Very interesting. As a LIRR block operator it's interesting to see how the two systems compare and differ.
Awesome, Happy it's informative thanks so for watching! We’re planning to get around to another Signals 101 covering an introduction to Long Island's ATC and PTC setups, alongside how speed codes and pulse cab works of course. Hopefully, in the first quarter of next year.
An excellent presentation on the signaling and block of the subway system, I think the next video should be on modernization of equipment and technology related to CBTC
@@ianhardy9375 Thanks so much happy you found it informative. But yes we’re building up to CBTC and a detailed breakdown. We’ll be covering Track,Third Rail and equipment subsystems next and then CBTC.
Done well!!
Will you be making videos in color?
Thank you so much for the kind words. We've traditionally used a black-and-white style to complement the voiceovers and maintain consistency between historical and modern technical content. However, we're definitely open to exploring new styles color in this case if it better supports the presentation of information and data in our content. Thanks for the feedback.
Loved the information. Thank you for the content.
@@Subways_io Again, the B&W would be effective in a video like this the signals and equipment were in color.
@@emjayay Whatever is better communication wise we’re open to try it as stated before. We have a signals 102 in the editing stage with color shots inserted. As well as a LIRR signaling 101 on its way. So this is the first of many. We aim to get better with each release. Engineers turned to editors we’re learning. 🙌 thanks for the feedback as well.
Good information. A bottom green can also diverge depending on the route. It doesnt always necessary default in the train going straight directionally speaking.
Indeed that is correct.We went generally speaking for this 101. Were approaching it the same way we would for day one for operator induction in school car starting with the basics and building out. For what we were able to cover in the short we based it out that approach. We'll go abit deeper in the future with other signal aspects ,timers ect. Thanks for the watch. 🦺
@@Subways_io Thank you, looking forward on the one about timers, can definitely help those from hitting them by letting them clear in front of them by taking their time.
In one WTAE video, I remember seeing a signal showing green followed almost immediately by a red signal. However, the was traveling quite slowly at that point, possibly around a sharp curve, so it might have been acceptable. I don't remember which line it was.
thats my favorite sub for train videos!!!
Might have been a type of timer we have a another video coming that covers the topic in depth.
Our favorite as well ! We also remixed one of their videos on the 4 line. Another one is coming soon for the A line, where they give the view we break down what you see and how it all works. Shoutout to WTAE. It's intense amount of work but we'll create afew more.
I’ve long been curious as to why the subway system of NYC has never had an intermediate signal between a single green and a single yellow, with signals on heavy rail lines used by CN, CPKC. Amtrak, CSX, Norfolk Southern, Union Pacific, BNSF, Network Rail and other England-based train operators often having such a signal that warns any train driver approaching that the signal afterwards is a stationary single yellow.
I'm not sure how useful an extra buffer would be when signal blocks are already designed for maximum headway (TPH). With headways as tight as 90 seconds, it doesn't seem to offer much benefit blocks and signals are close to moderately spaced not to much space and warning needed to get a train in check compared to higher speed operations. Additionally, it may not be necessary given the combination of automatic trip arms, reduced speeds, and the restrictive nature of block signaling in the NYCT network. Let us know if were missing something?
Subway trains brake a lot quicker than heavy freight or passenger trains. No need for an "advance approach."
Odd choice to use black and white or close to it. The black and white might have made sense if the signals and related equipment were in full color. They aren't. I think the fourth track in London is also because a lot of it is iron tunnels in damp clay.
@@emjayay that’s correct it’s both we also mentioned it in the form of electrolysis and stray current.
@@emjayay Again we have several other signal videos on the way. Signals 102 covers timers and wheel detectors all in color. Stay tuned for that release very soon.
At one time, the IRT had stretches where the straight rail/divergence was even simpler-- green over red, straight rail; red over green, diverging track. Obviously, stop-and-stay always was red-red.
Indeed, that's correct. The IRT used a center red with four masts on interlocking signals in sections of their mainlines. The ex-IND Dyre Avenue line also used a red-over-green setup for diverging routes until it was re-chained and re-signaled in the 2010s. Maybe at some point, we could create a short video on historical signaling. Thanks for the view!🦺👍
That's how mainline railroads display their aspects btw....
@@CraigFThompson Indeed The IRT’s setup was based mainly on mainline rail.
@@Subways_io The one interesting signal anomaly from the BRT/BMT days, pre-1959, was southbound tunnel moves approaching DeKalb at 4-aspect signal X-4; a bottom-*blue* aspect, according to the rulebook (maybe it was lunar??) at X-4 denoted diverging into the A3 bypass for either the Brighton Line or 4 Av. express (skipping Dekalb). Bottom green would have been A1 Tk. to Brighton, stopping at DeKalb, and bottom yellow would have been F1 Tk. against the wall to the s/b 4th Av. Local. When they reconfigured DeKalb and eliminated Myrtle Av. all this changed into today's configuration; DeKalb was lengthened northbound and S/B Myrtle was eliminated and the flyunder added. This is covered in great detail in my track map book, P. 134.
if the return rail is apart of the circuit for the third rail can it electrically shock you?
The risk is low for NYCT's setup being the Negative return is grounded. But you can get shocked by touching it and the Third rail obviously and even possibly by touching another grounded object.