The trains approach the terminal stations at speed on the Victoria Line due to the long overrun beyond the platforms (2 full train lengths) combined with the ATO, making another Moorgate scenario very unlikely. Most other "end of line" or dead-end platforms will have slower speed ATO or approach controlled signalling for manually driven trains.
This would not be possible in New York as there is not sufficient space to spread out the crossovers at most terminal stations. Almost all have bumper blocks at their ends with no overrun or tail tracks. So there is no solution for the slow timers that protect trains against striking the bumper block.
Yeah, I used to drive metros at my place. I am able to drive a train entering the platform at 75kph in configurations like this station and stop right at the mark. If it's a dead end there will be a dropping speed limit, it will be down to 40km/h when you are 100 meters away, and 20km/h when you are 20 meters from the stop mark. When the train is in auto mode the speed limit will be a bit higher. Driving a train, especially new ones, are not as difficult as you think. When you get used to it, it's just like driving a car.
The Victoria line is my favourite line, used to use it every day when I lived in London years ago, well advanced for its age. It also seemed to be the fastest and most reliable compared with other tube lines. It's pretty much full speed all the way from end to end, and weirdly totally underground if memory serves correctly.
Right in each case. Being designed for automatic control from the start and with tube tunnels slightly larger diameter it is certainly the fastest. It is also a fact that being built in the 1960s, legislation no longer required tube tunnels to follow existing roads, meaning that bends such as at Piccadilly and also Bank (on the Central) were no longer necessary allowing tunnels to be much more direct and therefore faster.
This is some interesting infrastructure history. I guess this tunnel was future proof. If only Americans could future proof their infrastructure, and automate stuff, cos I live there. Most of our infrastructure was made in the 1970s, and is crumbling. Impressive how a tunnel from the 60s is in pristine condition. BTW, it would be fun to go 200 mph in this tunnel, with the tunnel lights a blur out the window, if the tracks would allow, but high speed underground isn't that much of a thing, yet... ;) Mechanical engineering is fascinating, and I could go on for over an hour about the technology and science behind it.
Years ago, I did hear that the first drivers (ATOs) were having heart failures due to the trains coming into the platforms so fast! Quite a few returned to their original lines as they couldn't stand it on the Vic.
@Pegagit The problem back in 1968 when the Victoria line opened, was that all of the drivers were ‘senior men’ from other lines who’d been motormen for many years. They weren’t used to trains coming into platforms so fast!
@Pegagit depending on station and platform most trains even have 80kph at the beginning of the platform (for double traction trains that usually stop at the far end that is)
My parents, both now deceased, actually enjoyed the bonus features of this DVD, including the Pathe newsreels showing the building of the line. Dad was amazed they had no hard hats even back then!
Hard hats were available in the 1960s but were more common only tightening up of laws after the 1974 hasaw came into force I've seen footage from the 1950s and 1960s where there were some *SERIOUS* lapses in safety such as scaffolders working at heights, not just without safety gear such as hard hats and fall arrest harnesses, but shimming up the outside of scaffolding and hanging on the outside of the scaffolding - one slip and it meant *_DEATH_* but without a care in the world
Reminds me of the photo with a few guys who sat on the steel beam of the Empire State back in the 1930s. Minimal protection from a 300 m (1000 ft) fall.
@thatguyalex2835 It was the GE Building (30 Rock), and that lunch photo was more or less staged. Workers would probably eat their lunch at the nearest completed floor, for there was no reason for them to take that unnecessary risk.
Well, what else would you expect from a system that functions only 18 hours a day?! That, of course, leaves PLENTY of time for cleaning and other maintenance.
Probably it is, the track layout was extensively modified a few years ago to "stretch" out the crossover to give much faster running than before, to improve maximum throughput at that end of the line as not all trains go to Walthamstow.
Now they are. In 2015 they recast the entire crossing with LVT vibration dampening blocks rather than encased wooden blocks / bearers, and the entire track geometry was improved with corrected cant. The crossing was also cast off site. If I remember correctly Siemens dealt with the signalling at the crossing and fully converted it to the moving block system in that area too. I remember working as an apprentice on that project :-)
@@kungfumountaindog I remember there was a massive faff about a very delicate concrete pouring operation at one point, I think they had to pour it down a narrow access shaft into the site!
Is that the voice of Nick Crane? I've often used the Vicki line, mainly between Seven Sisters or Finsbury and King's Cross. And its speed always somewhat amazed me, especially considering other Tube lines! And that was over 20 years ago... Ran quite smooth too. An indispensable line for London, to be sure.
I can see the 1967 stock having identical controls as a Bakerloo Line 1972 stock. Rear panel left side master key switch Shut down is actually the top switch on the reverse handle Power handle goes emergency to series. Learnt that by playing Train sim world 2 Bakerloo line
Might be unusual for London, but here in Singapore it’s pretty standard and normal practice. Here all our MRT metro lines have had some degree of automation since day one (GoA 2 semi-automatic for the North-South and East-West Lines, now GoA 4 unattended after a signalling upgrade but with drivers retained for legacy and emergency purposes, and GoA 4 unattended for all other lines built since), and all terminal stations here feature a length of overrun track as a safety buffer, even for those that don’t use overrun sidings to turn trains around (most terminal stations here in fact utilise tandem or scissors crossovers before the station for that).
Worth noting the original MRT system (now the North-South and East-West lines) was partly designed (in terms of routing, design standards, and operating practices) by London Transport International, LT's consulting arm. Hence the Victoria Line inspired complex cross-platform interchange at City Hall and Raffles Place.
Always makes me laugh when people try to one up the London Underground somehow. You say "automation since day one" as if the London Underground isn't over 100 years older than Singapore's system. I mean the London Underground already had 5 lines (1890) before any other city had 1 line (Being Chicago in 1892). The London Underground had 9 lines by 1906, so it's no wonder the system wasn't built with automation in mind. And it's not actually unusual for London anyway, since 8 of the 11 lines have been upgraded for automation, with one line (The one in this video, the Victoria line) being the very first newly built automated train line in the world. As in, the Victoria line isn't the first automated train, but it's the first train line to be built with automation as a permanent fixture (Anything prior were mostly prototypes which weren't permanent). This line is 20 years older than Singapore's system. In fact, London's first fully driverless train (The DLR) is also older than Singapore's system by 2 months. I hope this puts into perspective just how old the London Underground is, and how it's not much of an achievement that automation is standard on Singapore's system. This is why every other train system after has been able to improve in some way.
To be fair, the crossover traversed in this direction has both points set to the straight parts at both ends, which is probably the reason why there’s no speed restriction when using the junction in this direction.
Here in Toronto, the crossovers have steep angles of divergence at the frog, forcing series connected motors (people still use such camshaft control terminology??) to be the max for speed through them, it adds considerable time to terminal station operations because of it. Of course, in the modern controls, this is all variable frequency and pulse width drive to AC motors, but they still use series as a label to guage where the equivalent speed is. Its a shame they dont at least fix the terminal station handling to better throughput.
London Underground do still use 'shunt', 'series', 'parallel' for motor power settings, though as you mention it's no longer related (except in 72 and 73 stock I believe) to actual flows of current
@@haltendehand1 They labeled 'shunt' as 'inch' here. That said, only retired from revenue service trains that are used for work detail are still true camshaft control trains. Very few left. Our first trains were made by Gloucester Railway Carriage and Wagon Company (yes, yours, shipped by sea to Toronto), and you could feel each step in the progression through to parallel connected motors..... and hear the controller doing it.
Are the trenches at the platforms dug out so if someone fell, they wouldn’t get smashed by the train? Smart idea whether or not that’s the reason for the trenches.
So purely out of sheer curiosity where do the running tunnel at both ends go? Do they just run on for a bit to a dead end? Am assuming that's it.. but it's the mystery of it... ..
yeah it's in case the automated system fails, there is a trigger at the far end of the platform that forces the brakes on so that even if the train didn't automatically slow down AND the driver also didn't act, no-one would die.
Two reasons, 1, as an overrun tunnel in case of brake failure etc. 2, anticipating a possible extension in the future being able to be made without unduly interfering with the normal service to Brixton.
The WORST thing about the London system(s) is that the trains resemble FREIGHT CARS with NO FORWARD VIEW! Just how much trouble would it be to install windows in the operators' cab doors?!
So true. I am not British, but high speed typically refers to speeds in excess of 100 mph (160 km/h), or even around 200-300 km/h. However, this is pretty fast for a subway interchange.
The word Brit is an insulting word drummed up by yanks I’m London born so I’m English to be British you would have to be born simultaneously in Scotland wales and northern island ok
In France too (for example on the RER network), I also sometimes feel like our trains are going too fast for the tracks, and that they're crossing crossovers a little bit too fast... It happens on lines with auto pilot, like the RER A line (which has SACEM autopilot) Some lines are not in a very good shape... On some other lines (metro, tramway lines for example), trains slow down quite a bit before crossing a crossover. I guess it's for safety... When we're going too fast, the train "wiggles" a little bit... it's not as stable as when it's just going straight... ... maybe I'm just too anxious? 😅 Never had a train crash, but I saw many of these on CZcams and on the TV...
@@isaacramsay7889 In theory yes but what if something unplanned happens? What if the ATO system completely fails, which hopefully should never happen? I guess only a human driver could do the right thing and stop the train immediately if something unexpected happens I think RER and other trains in the Paris region will still have a real, human driver for now too, I think they "only" put driverless trains on almost completely closed tracks with platform doors on the whole line too, safety first 🙃 In the Paris region driverless lines are ALMOST completely closed/hermetic because only the ceiling is open if the station has a very tall ceiling, so someone could still fall onto the tracks from above I think (and killing himself/putting himself to fire/shorting the line because 750 volts lol), as, as I said, there are platform doors along 100% of driverless lines in the Paris region (for now, lines 1, 4, 14, OrlyVal, CDGVal, the future lines 15, 16, 17, 18 and C1, the driverless "Funiculaire de Montmartre", and the line 13 only at the south terminus Châtillon-Montrouge where the MF77 trains can go from the terminus to the departure track driverless if I remember correctly 🙃) Lyon is one of the (rare, I think 🙃) french cities which have driverless metro trains WITHOUT platform doors, so 🙃
whether manually or automatically, long arrière gares are still good enough reason for approaches to our own termini always being slowed...plus it's our long-gone expo express that hailed the advent of revenue passenger ATO, not kleptoparasitically haggy Vicky's line......
@@howdyyall3332 no all surface trains, we have heavy rail that I was riding the red line and we have light rail also, this was just entering Tower city station which is the old track area where the trains used to come into the city for the big train terminal at the Terminal Tower, all three of our passenger commuter lines converge here
high speed for the tube, the tube is far older than most rail networks - oh and side note, any main line train driver will tell you that the approach speed towards that red signal is absolutely crazy, but the tube doesn't have weather so conditions are uniform.
Usually trains absolutely crawl to the terminus station, but on this line they hammer into the platforms at full speed despite having to cross tracks, unusual for a train line.
That's surprising! At first i thought it was Amtrak &/ or New Jersey Transit under the HUDSON RIVER going to PENN STATION. Second I thought it was New York City Transit tunnel R train heading under the East River back to WHITEHALL STREET / SOUTH FERRY. There is a split where the M train & the old QJ split up & headed to BROAD STREET in Manhattan. At this short video moment i knew it was neither! 😱. NYCTA trains don't switch that fast but wow does this Subway train does! 😵🤣🤣🤣🤣Very good video. 👋👋👋👋👋👍✅
The Victoria line in London is the only line underground that does that at full line speed I used to live there and took it as granted til I've read some of the comments on here.. the North of England and indeed the rest of the UK suffers for massive underspending on the rail network.
It's not likely to happen in the modern world of underground train systems as yes some have happened but we as passengers can only live in the hope they have learned from the past.. like any airline accident we hope things improve for the future 👍
The wreck is cleared as expeditiously as possible; the injured are attended to, and the rail equipment is moved from the scene. The line is blocked while the work is commencing, so crews attempt to work as efficiently and quickly as possible.
@@caramelldansen2204 America has the best cargo rail network in the world. Go try to get anything like an ISO container on the British or especially Japanese rail network, never mind intermodal or double stack.
@@straightpipediesel It's because the British rail network is so old... The loading gauge on the main lines of Great Britain, most of which were built before 1900, is generally smaller than in other countries. In mainland Europe, the slightly larger Berne gauge was agreed to in 1913 and came into force in 1914. As a result, British trains have noticeably and considerably smaller loading gauges and, for passenger trains, smaller interiors, despite the track being standard gauge, which is in line with much of the world. It was recognized even during the nineteenth century that this would pose problems and countries whose railroads had been built or upgraded to a more generous loading gauge, and pressed for neighboring countries to upgrade their own standards. Military railways were often built to particularly high standards, especially after the American Civil War and the Franco-Prussian War, showed the importance of railroads in troop transport as well as mobilization.
It's something for us rail fans. If you're not a train fan then you won't understand or appreciate it. The automatic train operation and speed of it going over a switch for its age is quite amazing.
I'm guessing this is the end of the line? This is what we call, at VTA light rail, the preferred side. When you leave, you go straight out onto your track instead of crossing over.
The tube is all left hand running except for the Victoria line and the Northern Line between Warren Street and King's Cross St Pancras (with Euston between), and the Central line being one above the other to fit into the street width (and maybe a few other places). At Brixton, trains alternate between the 2 platforms, the cross-over speed is identical in both directions. There are indicators in the central passageway to direct you to the next train. The stations are also mostly at the top of a rise to aid deceleration and acceleration into and out of stations., all to make it the fastest and most frequent of all the tube lines (33 trains per hour at up to 50 mph / 80 km/h).
It's amazing how tube drivers drive their trains in the dark, whist steering on the rails without crashing into the walls.
Lol
Yeah, and where’s the steering wheel 🤷🏿♂️
@@garymcteer7620 Honestly, that's ridiculous. It's well known that they use a rudder.
@@bernardus4646 get lost, haven't you seen the sails on those things? How could you miss them!
@@DanielDainty Nah m8, how'd you miss the giant fan at each end of the train?
It's amazing how advanced the Victoria Line is. I bet it's even crazier with the recently introduced 2009 stock!
I always love how fast it is, always a train every 2 minutes and it hurls itself down the line
It was built for speed and convenient interchanges, it’s my favourite Tube line.
Recently introduced? Didn't that stock come in over 10 years ago?
@@radiosification i think that's the joke
@@richardmillhousenixon no, the joke was high speed cross over.
The trains approach the terminal stations at speed on the Victoria Line due to the long overrun beyond the platforms (2 full train lengths) combined with the ATO, making another Moorgate scenario very unlikely. Most other "end of line" or dead-end platforms will have slower speed ATO or approach controlled signalling for manually driven trains.
This would not be possible in New York as there is not sufficient space to spread out the crossovers at most terminal stations. Almost all have bumper blocks at their ends with no overrun or tail tracks. So there is no solution for the slow timers that protect trains against striking the bumper block.
Other lines also have tighter crossovers whereas the Victoria line has such drawn out ones
@@1575murray na like Hudson yards the 7 train come sun pretty fast bc like he said ATO & the tunnel continues on for half a mile
Yeah, I used to drive metros at my place. I am able to drive a train entering the platform at 75kph in configurations like this station and stop right at the mark. If it's a dead end there will be a dropping speed limit, it will be down to 40km/h when you are 100 meters away, and 20km/h when you are 20 meters from the stop mark. When the train is in auto mode the speed limit will be a bit higher.
Driving a train, especially new ones, are not as difficult as you think. When you get used to it, it's just like driving a car.
8l
The Victoria line is my favourite line, used to use it every day when I lived in London years ago, well advanced for its age. It also seemed to be the fastest and most reliable compared with other tube lines. It's pretty much full speed all the way from end to end, and weirdly totally underground if memory serves correctly.
Right in each case. Being designed for automatic control from the start and with tube tunnels slightly larger diameter it is certainly the fastest. It is also a fact that being built in the 1960s, legislation no longer required tube tunnels to follow existing roads, meaning that bends such as at Piccadilly and also Bank (on the Central) were no longer necessary allowing tunnels to be much more direct and therefore faster.
This is some interesting infrastructure history. I guess this tunnel was future proof. If only Americans could future proof their infrastructure, and automate stuff, cos I live there. Most of our infrastructure was made in the 1970s, and is crumbling. Impressive how a tunnel from the 60s is in pristine condition. BTW, it would be fun to go 200 mph in this tunnel, with the tunnel lights a blur out the window, if the tracks would allow, but high speed underground isn't that much of a thing, yet... ;) Mechanical engineering is fascinating, and I could go on for over an hour about the technology and science behind it.
Always seemed like the loudest line, though.
Years ago, I did hear that the first drivers (ATOs) were having heart failures due to the trains coming into the platforms so fast! Quite a few returned to their original lines as they couldn't stand it on the Vic.
Heat failures eh? Died did they? Eh? Eh?
The heat’s always been a problem on the Vic, it didn’t do the drivers hearts any good either! 😉
@Pegagit The problem back in 1968 when the Victoria line opened, was that all of the drivers were ‘senior men’ from other lines who’d been motormen for many years. They weren’t used to trains coming into platforms so fast!
@Pegagit depending on station and platform most trains even have 80kph at the beginning of the platform (for double traction trains that usually stop at the far end that is)
Geez! What a bunch of bloody blokes!
The rumbling noise of the train traveling over the crossover tracks and switches is very calming to me
Music and it be on beat too
God bless the 1967 Stock. Boy do I miss it. When the 72s on the Bakerloo go, that will be it :(
Gonna mis 5he 72 stock
Last TUBE stock to have transverse seats. Much better way to travel for the torso.
@@video125com Technically the S8 Stock on the Metropolitan also has transverse seating!
@@HarryParkin Correct, that is why I said TUBE stock. S8 is NOT tube stock!
Correct, that is why I said TUBE stock. S8 is NOT tube stock!
Looking out from the rear window, watching the tracks merge and split is even more amazing.
However, the BEST view onboard is the FORWARD VIEW!
My parents, both now deceased, actually enjoyed the bonus features of this DVD, including the Pathe newsreels showing the building of the line. Dad was amazed they had no hard hats even back then!
Hard hats were available in the 1960s but were more common only tightening up of laws after the 1974 hasaw came into force
I've seen footage from the 1950s and 1960s where there were some *SERIOUS* lapses in safety such as scaffolders working at heights, not just without safety gear such as hard hats and fall arrest harnesses, but shimming up the outside of scaffolding and hanging on the outside of the scaffolding - one slip and it meant *_DEATH_* but without a care in the world
Reminds me of the photo with a few guys who sat on the steel beam of the Empire State back in the 1930s. Minimal protection from a 300 m (1000 ft) fall.
@thatguyalex2835 It was the GE Building (30 Rock), and that lunch photo was more or less staged. Workers would probably eat their lunch at the nearest completed floor, for there was no reason for them to take that unnecessary risk.
They should definitely do a drivers eye view on the 2009 tube stock now
Apparently Irish people familiar with London refer to The Victoria Line as 'De Blue Bullet'!
I think Irish immigrants are known to have built the tunnels for the Vic Line.
@@PeteS_1994
Indeed...
I think the BBC doc
'How they dug the Victoria line'
mentions that
amazing how clean the tracks and tunnels are!! Hell not here in N, Y.
You don't realize what a cesspool NYC is until you visit places like this and have something to compare and contrast it to.
Your stations leak, stagnant water, Rubbish left by commuters, Stations falling apart.
Well, what else would you expect from a system that functions only 18 hours a day?!
That, of course, leaves PLENTY of time for cleaning and other maintenance.
Nice to hear the old motors of the 67 stock
Love it .reminds me of our A train going to 207 in NY
Wonder if the crossover at Walthamstow Central is traversed equally quickly by the current 2009 stock
Probably it is, the track layout was extensively modified a few years ago to "stretch" out the crossover to give much faster running than before, to improve maximum throughput at that end of the line as not all trains go to Walthamstow.
Now they are. In 2015 they recast the entire crossing with LVT vibration dampening blocks rather than encased wooden blocks / bearers, and the entire track geometry was improved with corrected cant. The crossing was also cast off site. If I remember correctly Siemens dealt with the signalling at the crossing and fully converted it to the moving block system in that area too. I remember working as an apprentice on that project :-)
@@kungfumountaindog I remember there was a massive faff about a very delicate concrete pouring operation at one point, I think they had to pour it down a narrow access shaft into the site!
it's not
The crossover sound is so satisfying
Great video. ☺️
Never seen a subway video before but I like this lol
amazing switch!
I'm a tram and I approve this video! Great footage!
Is that the voice of Nick Crane?
I've often used the Vicki line, mainly between Seven Sisters or Finsbury and King's Cross.
And its speed always somewhat amazed me, especially considering other Tube lines! And that was over 20 years ago... Ran quite smooth too.
An indispensable line for London, to be sure.
It's Rob Curling.
I can see the 1967 stock having identical controls as a Bakerloo Line 1972 stock. Rear panel left side master key switch Shut down is actually the top switch on the reverse handle Power handle goes emergency to series. Learnt that by playing Train sim world 2 Bakerloo line
But isn't that the new stock depicted here on victoria line?
@@slighter nope, original stock.
1972 stock is basically a manually driven version of the 1967 stock
Might be unusual for London, but here in Singapore it’s pretty standard and normal practice. Here all our MRT metro lines have had some degree of automation since day one (GoA 2 semi-automatic for the North-South and East-West Lines, now GoA 4 unattended after a signalling upgrade but with drivers retained for legacy and emergency purposes, and GoA 4 unattended for all other lines built since), and all terminal stations here feature a length of overrun track as a safety buffer, even for those that don’t use overrun sidings to turn trains around (most terminal stations here in fact utilise tandem or scissors crossovers before the station for that).
Worth noting the original MRT system (now the North-South and East-West lines) was partly designed (in terms of routing, design standards, and operating practices) by London Transport International, LT's consulting arm. Hence the Victoria Line inspired complex cross-platform interchange at City Hall and Raffles Place.
Always makes me laugh when people try to one up the London Underground somehow. You say "automation since day one" as if the London Underground isn't over 100 years older than Singapore's system. I mean the London Underground already had 5 lines (1890) before any other city had 1 line (Being Chicago in 1892). The London Underground had 9 lines by 1906, so it's no wonder the system wasn't built with automation in mind.
And it's not actually unusual for London anyway, since 8 of the 11 lines have been upgraded for automation, with one line (The one in this video, the Victoria line) being the very first newly built automated train line in the world. As in, the Victoria line isn't the first automated train, but it's the first train line to be built with automation as a permanent fixture (Anything prior were mostly prototypes which weren't permanent).
This line is 20 years older than Singapore's system. In fact, London's first fully driverless train (The DLR) is also older than Singapore's system by 2 months. I hope this puts into perspective just how old the London Underground is, and how it's not much of an achievement that automation is standard on Singapore's system. This is why every other train system after has been able to improve in some way.
It's amazing to see how the driver can pick the right track in the dark so quickly.
LOL WEAR IS THE STEARING WILL
👁👅👁
POV THE BUSS DRIVER
🤘🤘🤘💥💥💥💥💥💥⚡⚡⚡⚡⚡😹😹😹😹
Hello Lucy, what you doing in this comment section? LOL. 😅😅
To be fair, the crossover traversed in this direction has both points set to the straight parts at both ends, which is probably the reason why there’s no speed restriction when using the junction in this direction.
I assume there are moving point frogs
@@kinkisharyocoasters Don't think so
Cool cab ride video
As someone that is a rail fan this is cool
Good engineering.
Here in Toronto, the crossovers have steep angles of divergence at the frog, forcing series connected motors (people still use such camshaft control terminology??) to be the max for speed through them, it adds considerable time to terminal station operations because of it. Of course, in the modern controls, this is all variable frequency and pulse width drive to AC motors, but they still use series as a label to guage where the equivalent speed is. Its a shame they dont at least fix the terminal station handling to better throughput.
?
@@oddities-whatnot Which part caused the question mark?
London Underground do still use 'shunt', 'series', 'parallel' for motor power settings, though as you mention it's no longer related (except in 72 and 73 stock I believe) to actual flows of current
@@haltendehand1 They labeled 'shunt' as 'inch' here. That said, only retired from revenue service trains that are used for work detail are still true camshaft control trains. Very few left. Our first trains were made by Gloucester Railway Carriage and Wagon Company (yes, yours, shipped by sea to Toronto), and you could feel each step in the progression through to parallel connected motors..... and hear the controller doing it.
@@thomasgoldthorpe508 - the part between ( here in Toronto ) and ( better throughput )
That looks like the crossover between Church/Van Ness on Muni Light Rail (metro/LRV combo that is)
you can always tell if the train is coming by those air pressure in the tunnels!
Wow amazing this video I like this situation
running with ATO since 1960’s. Amazing.
Are the trenches at the platforms dug out so if someone fell, they wouldn’t get smashed by the train? Smart idea whether or not that’s the reason for the trenches.
They are officially anti suicide pits and they have save countless lives whether intentional or accidentally falling onto the track.
@@video125com Thats genius. New York needs to step up their game.
No they're runways for mice.
Damn, really broke some ankles with that one
That crossing does look a bit rough though; I wonder how much extra wear it causes on the track there?
The wheels themselves which are cone in shape take it
This is the most claustrophobic station I’ve ever seen
Looks the same as the others
Americans discovering subway instead of using their cars for groceries :
That you can pop out from underground and be like OK SHOP is still a nice thing to behold
The good old 1967 stock!
So glad that Charlie returned the handle.
So purely out of sheer curiosity where do the running tunnel at both ends go?
Do they just run on for a bit to a dead end? Am assuming that's it.. but it's the mystery of it... ..
You are correct. The tunnels simply have a dead end, likely a cast iron wall attached to the tunnel lining.
yeah it's in case the automated system fails, there is a trigger at the far end of the platform that forces the brakes on so that even if the train didn't automatically slow down AND the driver also didn't act, no-one would die.
@@xaiano794It's the EXACT SAME trip-stop mechanism as on the NYC subway.
He didn’t check his blind spots before merging
Why do the tracks go beyond Brixton and Walthamstow Central?
Two reasons, 1, as an overrun tunnel in case of brake failure etc. 2, anticipating a possible extension in the future being able to be made without unduly interfering with the normal service to Brixton.
They also stable a couple of trains overnight in the overrun tunnels ready to start up the service in the morning.
What country is that?
The WORST thing about the London system(s) is that the trains resemble FREIGHT CARS with NO FORWARD VIEW!
Just how much trouble would it be to install windows in the operators' cab doors?!
It has its issues with heat even in the winter but not a bad line.
Ngl I thought someone’s ankles were gonna get broken😂
nyc subways go similarly fast over the switches. it’s thrilling in a way
You Brits do have an interesting definition of high speed.
So true. I am not British, but high speed typically refers to speeds in excess of 100 mph (160 km/h), or even around 200-300 km/h. However, this is pretty fast for a subway interchange.
The word Brit is an insulting word drummed up by yanks I’m London born so I’m English to be British you would have to be born simultaneously in Scotland wales and northern island ok
@@marksinthehouse1968Better "Brit" than red-coated Nazi....
Victoria Line 1967 Tube Stock
In France too (for example on the RER network), I also sometimes feel like our trains are going too fast for the tracks, and that they're crossing crossovers a little bit too fast...
It happens on lines with auto pilot, like the RER A line (which has SACEM autopilot)
Some lines are not in a very good shape...
On some other lines (metro, tramway lines for example), trains slow down quite a bit before crossing a crossover. I guess it's for safety...
When we're going too fast, the train "wiggles" a little bit... it's not as stable as when it's just going straight...
... maybe I'm just too anxious? 😅
Never had a train crash, but I saw many of these on CZcams and on the TV...
that type of behavior is standard, ATO Infrastructure is just that good, doesn't mean safety shouldn't be ignored though
ATO is literally safer than a manually driven train, the track is definitely safe too
@@isaacramsay7889 In theory yes but what if something unplanned happens? What if the ATO system completely fails, which hopefully should never happen? I guess only a human driver could do the right thing and stop the train immediately if something unexpected happens
I think RER and other trains in the Paris region will still have a real, human driver for now too, I think they "only" put driverless trains on almost completely closed tracks with platform doors on the whole line too, safety first 🙃
In the Paris region driverless lines are ALMOST completely closed/hermetic because only the ceiling is open if the station has a very tall ceiling, so someone could still fall onto the tracks from above I think (and killing himself/putting himself to fire/shorting the line because 750 volts lol), as, as I said, there are platform doors along 100% of driverless lines in the Paris region (for now, lines 1, 4, 14, OrlyVal, CDGVal, the future lines 15, 16, 17, 18 and C1, the driverless "Funiculaire de Montmartre", and the line 13 only at the south terminus Châtillon-Montrouge where the MF77 trains can go from the terminus to the departure track driverless if I remember correctly 🙃)
Lyon is one of the (rare, I think 🙃) french cities which have driverless metro trains WITHOUT platform doors, so 🙃
Wow Thank you put it up CZcams
As an American, i have absolutely no idea what i just watched.
As a joke or being fr?
@@m0istl0la97 ok. I just watched it again and I get it. Musta been the accent.
HighSpeed crossovers are common in Toronto!
It’s no surprise that both Victoria Line and Toronto subway (Lines 1 and 4) use Movia stock, which is really developed for track crossovers.
Apparently Irish Londoners call it De Blue Bullet!
I thought it was like anime/action pack of highspeed crossover scene.
You were waiting for the *EUROBEAT to intensify
@@nolesy34 yeah
I miss the 1967 tube stock
How many other jobs can be done in the dark?
"…is traversed at full line speed!"
*literally does a 1° turn*
look at the speed approaching the red signal
Reminds me of when I used to be a subway.
You "used to be a subway"?! What are you now, elevated or at grade?!
@@user-dj7wv5ok2xMonorail.
Funny how the
came for the amazing high speed crossover, stayed for the disappointment..
Whoa!
why is part of the platform raised at 0:21 ?
Easier wheelchair access.
@gwishart Must be a retrofit for carriages/ lines that are too low or have too much of a gap?
I saw first time both platforms
Ofc the fast trains are from Victoria line
Can I still purchase the dvd ?
Of course. Available to download as well. video125.com
is that a 1967 stock
pffft, slow old london tubes, you should see the speed NYC subways go at. Fricking mad mans.
not by coincidence to where?
whether manually or automatically, long arrière gares are still good enough reason for approaches to our own termini always being slowed...plus it's our long-gone expo express that hailed the advent of revenue passenger ATO, not kleptoparasitically haggy Vicky's line......
When I want autopilot on my public transit, I'll let you know
In Germany there are switches that can be passed (branching off) at 200 kilometers per hour.
Yeah but not at double crossovers
Long throw points
BR have them aswell
The points at Brixton and Walthamstow are long throw!
Not at a double cross over, and certainly on the approach to a station.
200 kph?! In the SUBWAY?! NO WAY!!
@@user-dj7wv5ok2x no one said in the subway.
Who is doing that voiceover? It's a very familiar voice to me but I can't place it.
David Johns from Cruising the Cut!!
@@jamesk84 it is!! I didn't dare to believe!
Wrong, it's Rob Curling. He has done ALL 9 of our Underground videos.
Ha ha ha here in Cleveland Ohio they have to slow down so much sometimes for switches you think they were gonna stop the system is such a mess
You wouldn't believe the amount of people that complain over here in the U.K man... 🙄
Cleveland has a subway system?
@@howdyyall3332 no all surface trains, we have heavy rail that I was riding the red line and we have light rail also, this was just entering Tower city station which is the old track area where the trains used to come into the city for the big train terminal at the Terminal Tower, all three of our passenger commuter lines converge here
Video 125 at their best!
🤩🤩
I thought this was basketball video
On n'a pas la même conception de "high speed"... là, on est à "agricole"!
I don't understand... it's normal to me. The Subway of São Paulo is very fast like this, since 1974
👏👏👏👍👍👍
Bit of a nit pick, but if the line speed for that section is 5 miles an hour, then a train crossing over at 5 miles an hour, is at "Full Line Speed".
it's 50.
More technical contraptions to go wrong
That's why the tunnel continues beyond the platform. It doesn't go anywhere, it's in case it does fail.
blud if this is high speed what are the german "high" speed networks then? hyperspeed?
high speed for the tube, the tube is far older than most rail networks - oh and side note, any main line train driver will tell you that the approach speed towards that red signal is absolutely crazy, but the tube doesn't have weather so conditions are uniform.
Just got recommended this video out of nowhere and I genuinely cannot see what's so impressive here so can someone more informed educate me?
Usually trains absolutely crawl to the terminus station, but on this line they hammer into the platforms at full speed despite having to cross tracks, unusual for a train line.
That's surprising! At first i thought it was Amtrak &/ or New Jersey Transit under the HUDSON RIVER going to PENN STATION. Second I thought it was New York City Transit tunnel R train heading under the East River back to WHITEHALL STREET / SOUTH FERRY. There is a split where the M train & the old QJ split up & headed to BROAD STREET in Manhattan. At this short video moment i knew it was neither! 😱. NYCTA trains don't switch that fast but wow does this Subway train does! 😵🤣🤣🤣🤣Very good video. 👋👋👋👋👋👍✅
The Victoria line in London is the only line underground that does that at full line speed I used to live there and took it as granted til I've read some of the comments on here.. the North of England and indeed the rest of the UK suffers for massive underspending on the rail network.
@@toddhunter3137
what happens when a train jumps off the tracks in a tunnel?
Chaos, huge numbers of injuries and likely deaths too.
It's not likely to happen in the modern world of underground train systems as yes some have happened but we as passengers can only live in the hope they have learned from the past.. like any airline accident we hope things improve for the future 👍
@@toddhunter3137 Yes. we just have to trust. Or just don't think about it: what if..
The wreck is cleared as expeditiously as possible; the injured are attended to, and the rail equipment is moved from the scene. The line is blocked while the work is commencing, so crews attempt to work as efficiently and quickly as possible.
Me, watching this as an American, not knowing this was even possible.
I watched this as an American, then I watched it as an Englishman, it was way better the second time around.
Probably scarier in person
it is when you drive trains, the approach to that red is crazy fast
If that had been a US line it probably have a 5mph speed limit on it . England nah sod speed limits
America has the least good rail I've ever seen. Car addiction really is a scourge on humanity.
@@caramelldansen2204 America has the best cargo rail network in the world. Go try to get anything like an ISO container on the British or especially Japanese rail network, never mind intermodal or double stack.
@@straightpipediesel It's because the British rail network is so old...
The loading gauge on the main lines of Great Britain, most of which were built before 1900, is generally smaller than in other countries. In mainland Europe, the slightly larger Berne gauge was agreed to in 1913 and came into force in 1914. As a result, British trains have noticeably and considerably smaller loading gauges and, for passenger trains, smaller interiors, despite the track being standard gauge, which is in line with much of the world.
It was recognized even during the nineteenth century that this would pose problems and countries whose railroads had been built or upgraded to a more generous loading gauge, and pressed for neighboring countries to upgrade their own standards.
Military railways were often built to particularly high standards, especially after the American Civil War and the Franco-Prussian War, showed the importance of railroads in troop transport as well as mobilization.
I don't get it - what's this video about? Not being disparaging, just curious.
It's something for us rail fans. If you're not a train fan then you won't understand or appreciate it. The automatic train operation and speed of it going over a switch for its age is quite amazing.
"Highspeed"
Nice video, buddy! How to good view this train isn't... Pretty miss my favourite Victoria one aren't, hey? Damn. :(
No idea what you're saying.....
Have you tried typing with your hands instead of your arse? It will make your comments much more coherent.
How?????
I'm guessing this is the end of the line? This is what we call, at VTA light rail, the preferred side. When you leave, you go straight out onto your track instead of crossing over.
The tube is all left hand running except for the Victoria line and the Northern Line between Warren Street and King's Cross St Pancras (with Euston between), and the Central line being one above the other to fit into the street width (and maybe a few other places). At Brixton, trains alternate between the 2 platforms, the cross-over speed is identical in both directions. There are indicators in the central passageway to direct you to the next train. The stations are also mostly at the top of a rise to aid deceleration and acceleration into and out of stations., all to make it the fastest and most frequent of all the tube lines (33 trains per hour at up to 50 mph / 80 km/h).
Would a driver really cross this junction for the first time without an instructor present?
Maybe...it's an automatic train after all.
Now mind the damn gap
Wow - that was breathtaking . . . yawn
Was that 09 or 67
67
1967 stock
@@video125com oh