siren which provided an audible warning as well as slowly applying the train brakes. The driver was then expected to cancel the warning (restoring the system to its normal state) and apply the brakes under his own control - if he did not the brake valve solenoid would remain open, causing all vacuum to be lost and the brakes to be fully applied after about 15 seconds. The warning was cancelled by the driver depressing a spring-laden toggle lever on the ATC apparatus in the cab; the key and circuitry was arranged so that it was the lever returning to its normal position after being depressed and not the depressing of the lever that reset the system - this was to prevent the system being overridden by drivers jamming the lever in the downward position or the lever accidentally becoming stuck in such a position. In normal use the locomotive battery was subject to constant drain holding closed the valve in the vacuum train pipe so to keep this to a minimum an automatic cut-off switch was incorporated which disconnected the battery when the locomotive was not in use and the vacuum in the train pipe had dropped away. It was possible for specially equipped GWR locomotives to operate over shared lines electrified on the third-rail principle (Smithfield Market, Paddington Suburban and Addison Road). At the entrance to the electrified sections a particular, high-profile contact ramp ( instead of the usual ) raised the locomotive's contact shoe until it engaged with a ratchet on the frame. A corresponding raised ramp at the end of the electrified section released the ratchet. It was found, however, that the heavy traction current could interfere with the reliable operation of the on-board equipment when traversing these routes and it was for this reason that, in 1949, the otherwise "well proven" GWR system was not selected as the national standard (see below). Notwithstanding the heavy commitment of maintaining the lineside and locomotive batteries, the GWR installed the equipment on all its main lines. For many years, Western Region (successors to the GWR) locomotives were dual fitted with both GWR ATC and BR AWS system. Strowger–Hudd system By the 1930s, other railway companies, under pressure from the Ministry of Transport, were considering systems of their own. A non-contact method based on magnetic induction was preferred, to eliminate the problems caused by snowfall and day-to-day wear of