Barnham to Brighton 

Note the constant climbing, albeit on mixed gradients, after crossing the River Adur at Shoreham, all the way to Brighton!

Yes, after years of misuse, cameras to catch miscreants and a rail speed restriction for something like 6 years its now a full barrier cctv crossing. The irony is that the wait at the AHB would only be a minute or so (for one train) but now of course its probably 3 times that long.

Any decent video editing software that allows overlays. I had to custom make the overlay signage for speedboards. I have a backlog of video to process for my current employer so more vids as the time allows.

@@ed731pdh Not sure if you take requests, but it would be awesome to see a video like this for the East Coastway line. I’ve always wondered about the signalling on that line and what it’s like from the driver’s perspective

Gradient up or down. If it's 1 in 777 it means it goes up or down 1ft every 777ft. Smaller the number the steeper the grade.

If you are more used to the percentage way of showing gradients you can convert into that notation thus: 1 in 100 is 100 divided by 100= 1%. 1 in in 4 would be 100 divided by 4 =25%. 1 in 200 is 100 divided by 200 = 0.5%.

Notice the two white lights immediately next to the red light. This is known as a _subsidiary signal_ - basically, when lit, it means the track in front is occupied but the train is allowed to proceed anyway, at a very low speed, as long as it stops short of any obstruction. You’ll often see this signal on approach to bigger stations, usually for one of two reasons: • at terminus stations, to allow two or more trains to occupy the same platform (as was the case at Brighton in this video); • to allow two trains to attach at the station (that’s how the rear portion approaches the front portion); examples include Worthing (22:37) and Hove (39:52), but also Haywards Heath, Horsham, Lewes and Purley. You will also often see this signal at an entrance to a siding or depot, to allow a train to enter it; examples include Three Bridges and West Worthing. Side note: a very similar (but slightly different) signal is used inside sidings and depots, which allows trains to exit them.

I presume that it refers to the signal number from the Lancing box.

It is the same with the section between Eastbourne and Hastings, the top line speed is 70mph, that is because of the amount of stations, points and crossings there are, however a level crossing on a line wouldn’t usually affect a speed limit, where the lines run through it is quite built up with towns and houses close by, that is probably the issue.

There is very little benefit in improving the linespeed. Its congested, the fast trains catch up with the slow trains as it is. It would probably require 4-aspect signalling throughout, or re-positioning the signals. It would also require a full loading gauge re-evaluation of the route. Also, currently half the trains are only capable of 75mph - the class 313s. A far better investment would be to enhance the speed of all the turnouts, especially at Ford and Arundel junctions.

They don't on a red aspect.

And because the train routed via the main lines, not any of the lines accessed by diverging routes.

@@robertbutlin3708 That’s not entirely true - this train has passed five signals with JIs, and only two of them (either side of Hove) took the train along the “main” route. The other three had their JIs lit.

This particular service is one of the few that use platform 1 regularly. A GWR service (which you can see in Brighton at the very end) overtakes this train at Worthing.

The shunt signal gave the train permission to pass at danger as there was another train on the same platform at Brighton.

Terminal platforms are permissive in nature. By receiving a subsidiary calling on plus platform number the driver knows to expect a train already stabled in the platform.

The two little white lights next to the main signal at 43:38 are what allows a train to pass the signal at a low speed; the driver is then expected to take extra care and stop the train at the nearest obstruction. (If they are unlit then of course that manoeuvre is not allowed.) This signal is also used at stations where two sets can be attached, like Horsham or Haywards Heath - in such instances the rear set will see this signal and be allowed to proceed very slowly until it’s right behind the front set. A very similar (but not exactly identical) signal is also used on its own at sidings for shunting movements.

@@KasabianFan44 weren't trains also split at Worthing and or Chichester?

Mark O'Neill Worthing yes, as well as Barnham. Signals on approach to these stations had the subsidiary (i.e. two white lights) as well. I believe since 2018 there are no longer any scheduled attachments at Worthing, but of course it’s still a possible manoeuvre and it occasionally still takes place during engineering works. Not sure about Chichester though, I’m not familiar with that part of the line.

No trains split at Chichester but there is a reversing siding in the goods yard. Of the only two remaining tracks that are still usable in the yard, one is electrified for up to 12 cars. However the majority of reversals are 8 or 4. The siding is used every day, there are booked trains in the AM and Evening to reverse during the week. Incidentally, the GWR to Brighton is sadly no more, so Platform 1 at Worthing is an even rarer move now I believe - unless I've missed something in the new stopping patterns.

Wait, did that pigeon hit the train?

@@abbyalphonse499 Nah, it just got ''winged''

@@chaosdemonwolf1 ...

If the track was level then the relevant Gradient Post would reflect that fact!