I spent so many years picking up and dropping off tokens at Good box that is was really nice to see it from the other side :) Keep up the great work guys :) Maverick
Excellent and very informative video - thanks very much. I first experienced the use of these token machines in the mid 1970s at Wharf station on the Talyllyn railway whilst visiting during lunch hour from the school. That extended into skiving games lessons etc and I will remain very much indebted to Phil Care and David Woodhouse for teaching me everything I knew back then, and for the references to get me onto the "big railway" in 1978 when I spent some times in Machynlleth box with the same EKTs. What I had never experienced until this video was the procedures for opening and closing a signal box so thanks verry much, also to the fantastic Llangollen railway for recreating the 1950s and 1960s British railways scene.
Thanks sir, indeed one box Ive never got inside due to its condition was Machynlleth , shame really You may like the Talylltn videos as they also have opening boxes sequences with key token
@@TheChris2009 brown levers usually for release of ground frames separate to the Signalbox There is a small ground frame outside the box used for shunting the yard to the mainline when the box is closed , it is interlocked with the box but used when it’s quiet periods and the Signalbox is not open and manned hence brown levers but white stripe (release of signal) The striped brown and white levers would be a king lever , when operated in conjunction with the interlocking and tokens it allows you to clear all the normally opposing signals in both directions so you can close the box but still have trains signalled past. Eg all signals cleared but no one working the box
Excellent video. Nice to see the opening and closing sequence of the box. What happened to lever 24? It decided it would stay locked and refused to budge! I note there is a small piece edited out as the video continues with 24 already replaced back to normal. What happened to keep it locked?
Get the orders, line the route, engage the interlock and set the signal The previous and the next control point should not be able to set a green towards your control point Station 1 sets NB green track green, and you line the track and set NB green, and station 3 lines track 1 and sets NB green You can't set SB green on track 1, neither can control point 3 It is very complicated, and the equipment prevents anyone from being able to set a green against a green, even after the green has dropped
I wondered that too. Perhaps the release on the section signal is of the "one pull only" type and the collar is there to prevent the signalman putting back prematurely and losing the release.
@@dereklund2321 I think you might be right. When switching out at the end the signalman tells Dom to pull off the section signal first with a clear pull so there's less chance of it falling back as the other man has left!
The ATCS is All handled now in America by the computer The dispatcher sets the route, and the control points line and lock and set the greens as soon as they are able What you see is the first route set in the morning, say 5am, and as soon as the train clears the control point, and is out of the terminal, they next set of commands is sent, and the BCP tells the MCPs what the next route will be, so each control point is set, and the next train might not be do for 4 hours, or in some cases 2 days. Seeing the data and how soon it transmitted it, I was shocked The entire days commands, just 6 routes set, and the BCP log showed those 6 The MCPs transmitted the actual occupancy and every time something changes or every 60 seconds So you might see the Control point MCP send a new indication every 5 seconds All of what is happening, the computer is handling all of it No one is actually seeing all this data, all the indications and commands All the things these people are doing manually, it is all done in the background by computers So many jobs gone
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I spent so many years picking up and dropping off tokens at Good box that is was really nice to see it from the other side :) Keep up the great work guys :) Maverick
Llangollen Railway one of the best heritage railways to have visited and is like stepping back in time to the late c1950s. Superb!
takes me back to my childhood in the 80's with my dad in the SB on a weekend on british rail .
I recall my dad doing similar with colleagues in their boxes, probably why I became interested in signalling
Excellent and very informative video - thanks very much.
I first experienced the use of these token machines in the mid 1970s at Wharf station on the Talyllyn railway whilst visiting during lunch hour from the school. That extended into skiving games lessons etc and I will remain very much indebted to Phil Care and David Woodhouse for teaching me everything I knew back then, and for the references to get me onto the "big railway" in 1978 when I spent some times in Machynlleth box with the same EKTs.
What I had never experienced until this video was the procedures for opening and closing a signal box so thanks verry much, also to the fantastic Llangollen railway for recreating the 1950s and 1960s British railways scene.
Thanks sir, indeed one box Ive never got inside due to its condition was Machynlleth , shame really
You may like the Talylltn videos as they also have opening boxes sequences with key token
I've worked a number of signal boxes, but never one with token block. Looks like a lot of additional work.
That's good old Dom from S&T with the kids hi-vis on, always good to see him coming up the steps when something goes wrong in your box!
You’re welcome 🦺😁
Love this! Thank you for sharing.
God bless all Railway Employee
ive just applied for a grade 2 role to get started really hope i get it it looks really intresting
What’s with the brown levers? Why does one have a single white band, and why does the other have multiple? What do they control?
@@TheChris2009 brown levers usually for release of ground frames separate to the Signalbox
There is a small ground frame outside the box used for shunting the yard to the mainline when the box is closed , it is interlocked with the box but used when it’s quiet periods and the Signalbox is not open and manned hence brown levers but white stripe (release of signal)
The striped brown and white levers would be a king lever , when operated in conjunction with the interlocking and tokens it allows you to clear all the normally opposing signals in both directions so you can close the box but still have trains signalled past. Eg all signals cleared but no one working the box
Excellent video. Nice to see the opening and closing sequence of the box. What happened to lever 24? It decided it would stay locked and refused to budge! I note there is a small piece edited out as the video continues with 24 already replaced back to normal. What happened to keep it locked?
There’s quite a bit edited out as I had about eight hours worth to compress down to an enjoyable limit.
I’d love to work that for a day
You’ll have to sign up as a volunteer 😉
I take it you have done this before, or are you a very fast learner? It looks incredibly complicated. Was a very entertaining video!
I’ve a reasonable amount of knowledge but you can always learn something new and every heritage line has differing signalling to suit their needs
Get the orders, line the route, engage the interlock and set the signal
The previous and the next control point should not be able to set a green towards your control point
Station 1 sets NB green track green, and you line the track and set NB green, and station 3 lines track 1 and sets NB green
You can't set SB green on track 1, neither can control point 3
It is very complicated, and the equipment prevents anyone from being able to set a green against a green, even after the green has dropped
?????????
Well I've no idea what you're on about, and I suspect you don't either!
Signalmen certainly wear shorts a lot.
It was summer 🙂.
Why the collar on the section signal Dom?
I wondered that too. Perhaps the release on the section signal is of the "one pull only" type and the collar is there to prevent the signalman putting back prematurely and losing the release.
@@dereklund2321 I think you might be right. When switching out at the end the signalman tells Dom to pull off the section signal first with a clear pull so there's less chance of it falling back as the other man has left!
Yes that’s basically the reason, it’s a counter measure to the human error factor of oh dear I’ve done something I didn’t want to do 🙃, good practice
So complicated
Never realised it was this complicated and I have been going on this railway for years,even drove a steam and diesel train here,great experience.
Oh yea there’s many intricacies to the operating regulations
Never mind the actual technical parts of the signalling
FOR GOD SAKES
DON'T TOUCH THAT !!!!!!!!!
?
The ATCS is All handled now in America by the computer
The dispatcher sets the route, and the control points line and lock and set the greens as soon as they are able
What you see is the first route set in the morning, say 5am, and as soon as the train clears the control point, and is out of the terminal, they next set of commands is sent, and the BCP tells the MCPs what the next route will be, so each control point is set, and the next train might not be do for 4 hours, or in some cases 2 days.
Seeing the data and how soon it transmitted it, I was shocked
The entire days commands, just 6 routes set, and the BCP log showed those 6
The MCPs transmitted the actual occupancy and every time something changes or every 60 seconds
So you might see the Control point MCP send a new indication every 5 seconds
All of what is happening, the computer is handling all of it
No one is actually seeing all this data, all the indications and commands
All the things these people are doing manually, it is all done in the background by computers
So many jobs gone
Another of my loves is American towers and lines. It started with the scenery , you modernised
Long before we did