With me qualifying on NS and CSX out of Toledo with Amtrak, this makes it so much easier to understand. I greatly appreciate these signal series. Signals on the east coast are speed signals, while the signals out west are routing signals, so this is very helpful. Thank you Mr Harmon
Sorry to be so offtopic but does anyone know of a way to get back into an instagram account? I stupidly forgot the login password. I would love any help you can offer me
@Prince Kristian i really appreciate your reply. I found the site on google and im trying it out now. Takes a while so I will get back to you later with my results.
"Knocking down the signals" comes from the days of upper-quadrant semaphore signals. When the train passed, the signal arm would fall from vertical to horizontal.
Having aN enjoyment for all signals, I have watched this series several times,and I enjoy i lire each time. Your cinematography and sound is superb. The railroad should use these as trainers for their new hires. Nicely done as always Mr Harmon.
Love your videos Danny. Extremely informative. Just subed to the channel. I have a few videos that I made in the Decatur Al area. I drive for Estes express and it affords me a chance (when I'm not driving) to catch CSX trains every day. I also make deliveries to their yard every now and again. Been watching trains most of my life and it has always been a mystery how it all worked until I came across your channel. Thank you for clearing up alot of questions!! A new subscriber, Todd.
In my days as a brakeman [1967-72] for the SP on the Houston & Texas Central line out of Houston, we dealt with symaphore signals. On some of your videos, you talk about the L&N. There were times when I reported in to the Hardy Street yard in Houston, where we picked up our power and caboose, I would see L&N, N&W, and Southern engines.
Amazing video, man! All 5 parts helped me understand American signal names in the U.S. You see I come from Canada and our signals display the same aspects but with different names. For example, Approach in the U.S would be called Clear to Stop in Canada. I was also thinking of investing in a new camera for my videos. Could shed some light on the camera you used in this video? I really like the feel to it. And don't forget to keep up the good work!
Out West the Union Pacific uses almost the same aspects but calls them different names. For example a yellow over yellow is called approach diverging. Meaning: approach the next signal prepare to diverge to another track. If the next signal at the junction is red over yellow that is called diverging approach which means diverge to the other track and be prepared to stop at the next signal. If it is red over green, diverging clear, diverge at approved speed through the interlock then proceed normal authorized track speed. Even if you have a triple head signal that would be red over red over green it would be the same meaning as a red over green on a two signal mast. They use for changing over more than one track. Both means diverging clear. Diverge at the next signal which means you'll change tracks and then clear when the train has cleared the interlock and proceed at maximum authorized track speed. There is another unique signal, "The flashing red." This means restricting. So if you were to see a flashing red you would proceed at restricting speed. Same goes if you saw a change of track, there would be a red over flashing red, "Diverging Restricting." This signal only on an absolute CTC signal.
That's the difference between Speed Signaling and Route signaling: Speed Signaling shows diverging indications that always mean specific speed limits based solely on the signal aspect. Route Signaling tends to show diverging indications that mean a speed limit based at that location only as spelled out in the timetable. The *Red-over-Green* and *Red-over-Red-over-Green* may fall under the same rule in the rulebook, but they don't *mean* the same. *Red-over-Green-over-Red* would mean a different route, and likely a different speed limit. than *Red-over-Red-over-Green* would. Or, they might have the same speed limit! Each location can be different. Alternatively, a location could have multiple turnouts and all of them could get *Red-over--Green* if they're all the same speed limit. The signals are supposed to give the engineer (and whole crew) just what they need to know to operate safely, based on the rulebook and experience. Edit: There's no such thing as _Diverging Restricting_ ... and absolute signals don't exist only in CTC territory. But you have the right idea.
This brings back memories of playing "really, really chicken" at the tracks going through town during elementary school. Talk on the school bus was that when the C&O lights were red on the top and bottom, that no train was coming, but when the light on top was green, there was a train coming. The false rumor was that when both lights were green, the train was going through the intersection. So some afternoons I'd go to my friend's house and we'd hang out by the tracks. To the east, you could see the signals. To the west, you could see the train coming. The signal would turn green, and we'd talk about the horrible, fascinating things that would happen if we were hit by a train or if we left a penny on the track. Eventually we would see the train's headlight about 3-4 miles to the west. The stress would build. When the train crossed a state highway one mile to the west, we made our way off the tracks and into one of the bunkers well before the train roared by. The line was deactivated and the tracks were ripped out some 10-15 years later, probably a death knell for half a dozen little hamlets further into the state.
There was also the time I got to ride in a float in the Fourth of July parade. The parade stopped with us on the C&O tracks just after the tracks changed direction. The top light was green. (Nothing happened and the parade resumed. I think that this was the Year of the Streaker.)
Fantastic series Danny. Very good. You should hang out around the new sunrail stations in kissimmee. Last week on the new LED CANTILEVERS, I saw a extremely rare medium approach medium. Red/yellow/flashing green. The holy grail of rr signals. It was lit up like a Christmas tree. Wish I would have gotten a pic of it.....
Yeah, you don't see a Medium-Approach-Medium in too many places. Lakeland Junction has had one for years, but that's all I know of in Central Florida. First one I ever saw was at South Callahan and of course, the NAS Folkston has had it forever.
Distant Signal yes, rare indeed. I was a signalman and freight conductor my whole career and not sure if I remember one, possibly on the old D and h in southern Penn on the Sunbury line.... There were some insane signals there. Can't remember them all but some were like 3 flashing diagonal yellows over a flashing Green and red and yellow vertical, one was something like a medium medium approach limited. Some were really nuts. They were the old seaboard or conrail signals, half ass upgraded..... Really crazy
You'd have a "rail" of a time in Canada, sniffing out crazy things like _Medium to Limited_ or _Limited to Diverging_ or the like. I can't imagine some of those are very common. signals.jovet.net/rules/CROR%20Signal%20Rules.pdf
I’ve been watching trains my whole life ( 50 years) I grew up on and still live on property bordering CSX mainline but I still don’t know all signals like I want to!
That's so cool I earned a lot. Unfortunately in my city, BNSF got rid of all of those old mechanical signals and upgraded to LED train signals. I don't know what good it does changing signals.
Typically, old equipment becomes obsolete and unsupported. Often, the manufacturers of that equipment or the parts that make them up goes out of business or simply decides not support them anymore, and so can no longer be maintained. Once you run out of your stock of replacement parts, you're pretty much forced to upgrade.
PTC has eradicated Searchlight signals. Searchlight signals are not compatible with solid state PTC systems. So, the signals have to be replaced. Whether they're incandescent or LED colorlights doesn't really matter.
Okay look, I can simplify this for you guys in just a few paragraphs. When it comes to mast signals, start from the top and work your way down. If the top is displaying green, go no further, you have a clear track and you may proceed to the next signal, regardless of the rest of the signals. Is the top yellow? That means at the next signal you are running out of this track, unless the next lights below display something other than red. So in that case, is the middle light green? okay then that means you have another track to go to and you just have to slow to medium speed when you get there. Is it yellow instead? That means you are going to have another yellow light at the next signal, be prepared. Is the middle light red but the bottom light is green? It means the same thing as the other green light; you are running out of track and you are shifting to another track at the next light, but this one is SLOW. Is the top light red? You have run out of track. Except if the second light is Green? So you are still out of track but you are shifting to a new track, take it at medium speed and then you can proceed to the next signal. But is the second light yellow? So then you are still out of track but you are shifting to a new track, only to run out of track again at the next signal, unless the bottom light is also green, which indicates when you get to the next signal, you are shifting again, take it slow when you get there. Or is the bottom light yellow? Then this means you are out of track and shifting over to the next track where you are running out of track again after the next signal. But is the middle light also red? Yep, you are still out of track, but if the bottom light is Green then you have to take it SLOW as you shift to the next track and then proceed on to the next signal. but if the bottom light is yellow, you need to take it slow as you shift and then prepare to stop at the next signal. If it's not all red, then it's not red at all. If you are looking at all red, you must stop. Now here are the exceptions: Flashing lights are more permissive than solid lights. Therefore a flashing middle green indicated Limited Speed rather than Medium speed. Markers such as a "P", "G" or milemarker on a signal make it an intermediate rather than an absolute signal, therefore all-red only means "Proceed at Restricted Speed" Any time a Lunar aspect is displayed regardless of position, it means you are leaving CTC territory and entering other-than-main track with "Restricting" which means you do not need any additional authority beyond that signal. Speed signalling used to be referred to as Maximum speed, LImited Speed (45MPH), Medium Speed (30 MPH) and Slow Speed (15 MPH), but for the past 20 years or so, Timetable speeds overrule signal speeds. As such, CSX changed their "Slow Speed" to 20 MPH so that trains do not attempt to run at a speed that will cause harmonic rock. (13-17 MPH)
Saw an odd signal aspect this morning while doing uber, it was a yellow over red over green!!! Not sure what the indication was this was in Ashland ,KY
Just CSX. Signals in the United States can be very similar to these, or rather different. Each railroad (and sometimes different areas on each railroad) can be different. See: signals.jovet.net/rules/index.html
I'm new to understanding railroads and track info with a keen interest in the rail system and how it works. What does "M.P. AR-836.7" mean? I also see it at Winston Wye "M.P. A-854.5". Thanks!
"M.P." stands for Mile Post. This is just like the mile markers you might see along a highway. Both a roadway and railroad track are cataloged and indexed based on these official distances. Railroads are divided up into geographic areas for administration purposes. The largest of these is a division, and those are divided into sub-divisions. Milepost numbering is usually confined to a division or subdivision, just as roadway mile markers are confined within a U.S. state. Interstate 95 may cross the border between Florida and Georgia, but the mile points reset at each state boundary. The letters before the milepost number Mr. Harmon gives is a reference to the subdivision or location. That location would be approximately 854 and a half miles from whatever boundary serves as milepost zero. Most mileposts are not exactly one mile apart, though, because railroad lines change over the years as grades may be eliminated, curves reduced or eliminated, etcetera, and it's too costly and fruitless to re-survey the entire division and put up all new milepost signs.
I failed the signal test by one question at NS. I worked hard and I just couldn't deal with failiing a second time and possibly worse so I opted to leave and not stay an additional 3 weeks. They NEVER showed anything like this. Imagine starting over and staying 3 weeks and failiing worse than what you did the first time. The long definitions for example "Slow speeds through turnouts crossovers sidings and overpowered operated swicthes then proceed" screwed me. I wasn't getting questions with signals and choices such as "Proceed at restricted speed". The test proctor, she passed degenerates and gave them the answers to pass because if they didn't get the answers half of the class would have failed. A lot of dangerous people went to work the following Monday. They could have done the same for me but they had the opinion "Oh I know you can do it" just come back for 3 more weeks. The general knowledge test I got stuck with fill in the blanks, there were 430 questions in the system but only 80 were going to be on the test and that one I lost by two questions and that one the same thing happened, the same test proctor gave the answers to and passed dangerous people.
I find this one #1, and I see #'s 3, 4 and 5, but can't seem to locate the 2nd installment of this very enlightening video on Railroad Signals. Where is #2? Never mind, I FOUND IT! :)
puppy67726 Gaming well that's putting it simple and obvious. lol but each head and combination of signals mean something. speeds, routing, as well as signals ahead.
What are you confused about? Feel free to ask, and we can try to help. Just remember it isn't just the conductor that has to know this stuff. The entire train crew is responsible for the train responding to signal indications appropriately.
Hello. I just wanted to ask a question on trains. I am in Evansville Ind west side. Coal trains pass at Hogue road intersection. I have counted 150 coal cars with a DPU in the middle. I am 300 yards away from the tracks. In winter 🥶 when weathers gets down cold down into the teens to single digits and the ground freezes. The trains sound so much louder and you can feel mini earthquakes shaking the house. 100,000 tons of coal in each car just makes it scary thinking there is an earth quake taking place. Any input on massive amounts of weights being pulled down the tracks. ????? Later.
Most coal cars can carry 110-120 tons of coal, each. Frozen ground is rigid and rigid substances transmit vibrations differently than squishy ones. It's not an earthquake and there is nothing to fear. The main advantage of trains is how much weight they can pull efficiently and smoothly.
I had a daily routine of taking a Japanese commuter train, and I would go to the first car because it was the least crowded because of the station layout. Most of the time, they had a window into the driver cab and could watch the driver and the tracks ahead, the driver could pull down blinds to the passenger side, but 99% of the time did not. The signals are pretty similar international. I understood what most signs meant just by observing. Every Japanese train station has 4, 6, 8, 10, 12 signs, which means how many passenger cars the train was carrying and where they should stop to line up with the platform loading areas. ruclips.net/video/_ac6wWWfC3U/видео.html
Was the signal that gave Amtrak 91 the high green an ABS signal? Just curious. I guess what I'm asking is, did the dispatcher make it green, or did it flip to green automatically after csx q-237 exited that signal block?
Good question. Nope, South Winston is a dispatcher-controlled "Absolute" signal. If a signal has no number, P, S, G or D plate then it is an Absolute signal. An ABS signal will (almost) always have one of those on it.
Andrew Burlin If the signal is guarding a switch, turnout, crossover, junction or Interlocking it will always be an absolute signal. Usually the last signal before the absolute signal is the ABS signal, some of them are referred to as a distant signal.
I hate to be pedantic, but "ABS" stands for "Automatic Block Signaling." It is a type of traffic control system. The typical application of ABS is territory where a train must get a track warrant to proceed, but automatic signals are provided to help space trains out and provide a second level of protection from collisions. ABS signals can be _permissive_ (able to be passed at danger) or _absolute_ (cannot be normally passed at danger). *In the United States, the only way to tell a permissive signal from an absolute signal is that permissive signals have number plates and absolute signals do not.* No other sign or appurtenance can do this. A signal in ABS territory could be called "an ABS signal". But, ABS territory or operation is NOT depicted in this video. I believe everything shown is CTC (Centralized traffic control) under the control and supervision of a remote dispatcher. *No CTC signal can be rightfully called an ABS signal,* just as a jet plane can't be called a turboprop. They may look similar and do similar functions, but under the hood they are quite different. In CTC territory, there are three main classes of signals: control point, intermediate, and other (e.g. other miscellany signals, such as train-order signals, high water signals, slide fence signals etc.). Control point signals, sometimes called interlocking signals or even "home" signals, are always absolute. Control point signals are under the control of the dispatcher. All CP signals show red _Stop_ unless the dispatcher wishes otherwise. The _actual_ aspect that a CP signal shows depends on the actual track conditions. For example, a dispatcher cannot control whether a CP signal shows green _Clear_ or yellow _Approach._ The subsequent signals and track down the line determine that. Most CTC control points are part of an _interlocking_ which provides safety features to prevent accidental conflicting routing of trains where tracks cross, split, or merge. The entire interlocking forms a single _control point,_ with signals guarding all entrances to it. A CP without an interlocking is usually called a Holding/Holdout/Hold Signal. Between control points, the track is usually divided into signal blocks 1.5-2.5 miles long. Intermediate signals are found guarding these signal blocks, and they are permissive. Trains can proceed past them when at danger (all red) at Restricted Speed and ultimately bunch up en route to the next CP signal. Intermediate signals operate entirely automatically, based on track conditions. Again, they are not ABS signals. A _block signal_ guards the use of a signal block. ABS signals are almost always block signals. In CTC territory, CP and intermediate signals are also block signals. Non block-signals, such as switch protection signals, high water or slide fence protection signals, train order signals, or Distant/APP signals are both not block signals and are not married to any particular traffic control system. Finally, a word about the name of this channel: Distant Signal. It is a railroading term which has multiple meanings which can be hard to figure out sometimes, even with context. To keep it simple, the two straightforward meanings I use and advocate are: 1. *"Distant signal"* (capital D) A *non-block signal* which provides notice or attention to a subsequent absolute signal(s). The yellow/black fishtail-ended semaphore arm is the epitome of such a signal. Other examples are the APP signals (whether fixed yellow or not), or "D" Distant signals encountered in the western US. As non-block signals, they ONLY warn about the following signal(s), and not about conditions of the track between itself and those following signals. Most Distant signals cannot show a restricting aspect (e.g. Red). 2. *"distant signal"* (lowercase d) A *block signal* which provides information about a junction or turnout ahead. Specifically, this is the block signal encountered before the signal at an interlocking. Such a signal is usually equipped to be able to display special aspects required in preparation for slower movements through the interlocking. Any signal (CP or intermediate) can serve as a distant signal to an interlocking/junction, if that signal is the final one encountered before arriving at the interlocking signal.
Wow! If we had to radio every signal passed here the radio would never be silent! When you have signals every mile and half or less and trains every 2 minutes in places reading out signals is just not practical
It depends. There are different "alert" systems and philosophies. A basic alerter simply monitors the train controls (throttle, brakes, horn, etc). If no controls are manipulated for a certain amount of time, an alarm sounds. I the crew is alive and paying attention, they can silence the alarm. If not, ultimately, the train will emergency stop. Many trains can display basic (general indications) or complex (exact speed limits) cab signals to the crew. Many of these systems are designed to sound an alarm when the train is forced to slow down. Failure to acknowledge the alarm will cause an emergency stop. For most modern signal systems, the signals communicate to each other through the rails. This, and radio communications, eliminate the need to have pole line along the tracks. Equipment on trains can read these pulses.
Cab signaling is all that is read by the loco. If you don’t have cab, you are running on waysides. The codes through the rail are only for the equipment to know what signal to display to the distant signal. CSX uses 10 codes for electrocode track circuits. One is for track integrity, one is for block indication, one is a tumble out to opposing signals, one is a maintenance code and the other 6 for vital codes that communicate what signal to display. These codes replace pole line or inground express cable that was needed with relay logic based signaling. Trains do not read or pick up these track codes.
why do they blow the horn so many times before hitting the crossing, in new zealand. the give one short blast before crossings in towns cities and other urban areas (two for reversing while shunting) and a longer single blast in rural out of town areas
National rule. Except in a designated quiet zone, the standard horn signal (long long short long) must be sounded until the train occupies the level crossing.
Hey distant signal, I was riding a tram in San Diego, going toward Santa Fe depot. I seen a train signal with a confusing aspect, it was a red over flashing red, what does it mean?
@@distantsignal I’ve never seen a BNSF going toward Santa Fe depot, all the trains I’ve usually seen on those tracks next to the tram is a coaster and Amtrak.
I'm a little surprised/concerned to see that they had a green through the crossings even before the automatic signals changed and the barriers came down... is that a normal thing? Although the train probably technically has right of way at all times and you should check there aren't any trains approaching before going across even when the barriers are up and the lights are off (same as you would an uncontrolled crossing), I bet very few drivers think to do that and take that configuration as a nominal green light... so, at least in the minds of the people using the crossing, we've got greens in two opposing directions. Shouldn't it at least be a caution if not a full red until the crossing is lit up and the barriers are falling? Even if that means having the crossing closed to road traffic a little longer so the Amtrak can approach at full tilt and not have to mosey on through at a much lower speed just in case the signal it's approaching doesn't change and thus the engineer then has to slam on the brakes?
happyjack880 is correct. Unlike places like Europe and Asia, there are no protection signals for level crossings in North America. Pedestrians and vehicles are not expected nor encouraged to look at the signals intended for trains. Instead, they use the level crossing if the way is safe and clear. The responsibility is solely on the user of the level crossing to determine if the way is clear. Trains always have the Right of Way. This means that , yes, it is a good idea to look both ways before using any level crossing, even if it has lights and boom gates. There are still many level crossings which have no signal protection, so users of those crossings must be extra vigilant. The conditions or geometry of the track determine when a train has to slow down. If level crossing signals at a particular crossing are known to be malfunctioning or inoperative, all trains using that crossing will have to stop before entering the crossing, and a member of the grew must physically stand in the road way to halt all automobile/pedestrian traffic. (This is called "flagging the crossing.") The train then proceeds as normal, after picking up the employee after entering the level crossing. Unlike Europe or Asia, we in the States and Canada do not require drivers to wait 3-5 minutes for a train to arrive at a level crossing. That is the consequence of interlocking level crossing protection into the train's signal system... the crossing signals must activate and prove to work soon enough to negate the train having to slow down. In the US, crossing signals must give a minimum 20 seconds warning, which is plenty of time to get the level crossing clear without wasting everyone's time. Even a light passenger train like an Amtrak train would have to be going pretty darn slowly to be able to stop before colliding with something on the tracks at a level crossing.
wow - if you compare it with what's common in europe that's one ancient system ... are there any auto-safety systems in place for the case a conductor passes a stop signal?
@@jovetj have a look at ETCS - our trains are capable to service without signals or even a conductor - the human is just the failsafe to keep an eye on the computer the NA system seem to have no countermeassures in place to auto-stop run over signals or run away trains like in that one movie based on a true accident - would never happened over here
@@cryptearth 🙄 I am familiar with the ETCS. It's good to eliminate operator error, I agree. But I don't think you understand what a _run away train_ actually is.
@@jovetj well, a run away train can.happen in two ways: 1) a self-igniting diesel-engine (can.happen to cars, too) 2) an engine no longer under active control of its conductor both can actively prevented and counter-acted on: on a run away diesel the fuel has to be cut off - and for the second it's enough to just reset the throttle to idle and apply the breaks I'm also aware of the fault condition of failing breaks - but this is mostly caused by either overspeed or overweight - both preventable human errors
*@Kenton County Railfan Productions* The best guide I've ever seen for describing how signals work and what type of information they tell trains is this... study it! Let us know if you have any questions after: web.archive.org/web/20160313144451/alkrug.vcn.com/rrfacts/signals/signals.htm
With me qualifying on NS and CSX out of Toledo with Amtrak, this makes it so much easier to understand. I greatly appreciate these signal series. Signals on the east coast are speed signals, while the signals out west are routing signals, so this is very helpful. Thank you Mr Harmon
He should have been a professor. I would have an A in his class because his voice helps me remember stuff.
Sorry to be so offtopic but does anyone know of a way to get back into an instagram account?
I stupidly forgot the login password. I would love any help you can offer me
@Nova Rowen Instablaster =)
@Prince Kristian i really appreciate your reply. I found the site on google and im trying it out now.
Takes a while so I will get back to you later with my results.
@Prince Kristian it worked and I finally got access to my account again. Im so happy:D
Thanks so much, you really help me out :D
@Nova Rowen happy to help :D
I sure love hearing modern crossing signals still showcasing a mechanical bell.
Very informative. You speak with authority so it's easy to learn
It sounds just like an official training DVD or something. Perfect voice for the job.
@@mspenrice - he's a TV news producer. He's got what it takes.
@@mspenrice Sounds like a Driver's ED instructional video.
I didn't even know I needed this information, but it showed up when I searched trains. Next time I see these signals I'll know what's up :) thank you
"Knocking down the signals" comes from the days of upper-quadrant semaphore signals. When the train passed, the signal arm would fall from vertical to horizontal.
Correct.
I actually didn't know that thank you for telling me something new
Another great production Danny! Looking forward to the next signal video.
love when you do this learning so much more about the Signals and how they work. very cool and educational love it.
Wow! I'm amazed at how informative your videos are. Anybody could become a real engineer by skipping railroad school and just listening to you.
BFU Railroad
You’re joking right?
@@caderamsey8878 yes sir.
I still return to watch these at least once a month. I love listening and learning about these signals.
Tell me if this helps you:
web.archive.org/web/20160313144451/alkrug.vcn.com/rrfacts/signals/signals.htm
Thanks for posting these. My younger brother has worked for the railroad for 40 years... I figured I'd finally figure out what the heck he did!
Having aN enjoyment for all signals, I have watched this series several times,and I enjoy i lire each time. Your cinematography and sound is superb. The railroad should use these as trainers for their new hires. Nicely done as always Mr Harmon.
I'm new to railfanning and your videos have been a big help to me as I try to understand this wonderful world of trains!
thinks danny for the videos. they are very good to watch again and again. they tell you all there is to know about the details of the signal
Thanks for posting with this series i understand signals better!
Great video!!! I really love learning all things about the RR. Thanks for sharing this great video. We love listening to you talk.
Thank you for shedding light on this mystery! Your wonderful voice opens the doors to my brain!
This is a good series, and can be applied to a general understanding of signals in NE. Thank you.
I like watching the how to read csx signals.I always wanted to know about the signals and learn how they work
Thank you. This is the best tutorial on RUclips
Nice to see this one again. Thanks to you.
To me it's a great way to learn about this it's like a training video. Thanks for making the video
You learn something new everyday. Excellent video !!
cool! i look forward to the upcoming chapters for this series! ( the last one was awesome too!)
Always enjoy the explanations. Thanks Danny
Love your videos Danny. Extremely informative. Just subed to the channel. I have a few videos that I made in the Decatur Al area. I drive for Estes express and it affords me a chance (when I'm not driving) to catch CSX trains every day. I also make deliveries to their yard every now and again. Been watching trains most of my life and it has always been a mystery how it all worked until I came across your channel. Thank you for clearing up alot of questions!! A new subscriber, Todd.
Awersome teaching video! love the simple tooling.
I'm so glad these videos are back!!! Yay!!! :-)
Being from Tampa, I like knowing where you are talking about
Enjoying your videos. 👍
In my days as a brakeman [1967-72] for the SP on the Houston & Texas Central line out of Houston, we dealt with symaphore signals.
On some of your videos, you talk about the L&N. There were times when I reported in to the Hardy Street yard in Houston, where we picked up our power and caboose, I would see L&N, N&W, and Southern engines.
Semaphore signals are my favorite, especially the ol' US&S Lower Quadrant Style-Bs. I miss them.
Don’t you just miss the days when trains had cabooses and brake vans?
I live by the Indiana harbor belt so I see a lot of oil trains and are they ever so long. Great video! 👍
I really enjoy watching your vids!
Thanks Danny , very helpful and well presented
Glad you enjoyed it
I always wondered how you retrain signals thank you
great video thanks for shareing
What a great narrator's voice
Tonys ToolBox Perfect tone and enunciation!
Yeah
Amazing video, man! All 5 parts helped me understand American signal names in the U.S. You see I come from Canada and our signals display the same aspects but with different names. For example, Approach in the U.S would be called Clear to Stop in Canada. I was also thinking of investing in a new camera for my videos. Could shed some light on the camera you used in this video? I really like the feel to it. And don't forget to keep up the good work!
Very Informative!
Very interesting!
What an epic radio voice.
Excellent.
Out West the Union Pacific uses almost the same aspects but calls them different names. For example a yellow over yellow is called approach diverging. Meaning: approach the next signal prepare to diverge to another track. If the next signal at the junction is red over yellow that is called diverging approach which means diverge to the other track and be prepared to stop at the next signal. If it is red over green, diverging clear, diverge at approved speed through the interlock then proceed normal authorized track speed. Even if you have a triple head signal that would be red over red over green it would be the same meaning as a red over green on a two signal mast. They use for changing over more than one track. Both means diverging clear. Diverge at the next signal which means you'll change tracks and then clear when the train has cleared the interlock and proceed at maximum authorized track speed. There is another unique signal, "The flashing red." This means restricting. So if you were to see a flashing red you would proceed at restricting speed. Same goes if you saw a change of track, there would be a red over flashing red, "Diverging Restricting." This signal only on an absolute CTC signal.
That's the difference between Speed Signaling and Route signaling: Speed Signaling shows diverging indications that always mean specific speed limits based solely on the signal aspect. Route Signaling tends to show diverging indications that mean a speed limit based at that location only as spelled out in the timetable.
The *Red-over-Green* and *Red-over-Red-over-Green* may fall under the same rule in the rulebook, but they don't *mean* the same. *Red-over-Green-over-Red* would mean a different route, and likely a different speed limit. than *Red-over-Red-over-Green* would. Or, they might have the same speed limit! Each location can be different. Alternatively, a location could have multiple turnouts and all of them could get *Red-over--Green* if they're all the same speed limit. The signals are supposed to give the engineer (and whole crew) just what they need to know to operate safely, based on the rulebook and experience.
Edit: There's no such thing as _Diverging Restricting_ ... and absolute signals don't exist only in CTC territory. But you have the right idea.
thanks. this is great!!
1 person didn't like having to slow to medium speed.
Kyle Hill this is an underrated comment.
Underrated comment lol.
>8O
@@wigwagstudios2474 21 people now yelling into the ears of the Dispatch. They should go on Link's train instead. He NEVER obeys signals!
@@kylehill3643 27 now
Now I didn't know that but I do now thank you. 🤔👍
a wonderful video on my birthday! thank you!
happy birthday guy
frankpierce2008 thank you sir :)
This brings back memories of playing "really, really chicken" at the tracks going through town during elementary school. Talk on the school bus was that when the C&O lights were red on the top and bottom, that no train was coming, but when the light on top was green, there was a train coming. The false rumor was that when both lights were green, the train was going through the intersection.
So some afternoons I'd go to my friend's house and we'd hang out by the tracks. To the east, you could see the signals. To the west, you could see the train coming. The signal would turn green, and we'd talk about the horrible, fascinating things that would happen if we were hit by a train or if we left a penny on the track. Eventually we would see the train's headlight about 3-4 miles to the west. The stress would build. When the train crossed a state highway one mile to the west, we made our way off the tracks and into one of the bunkers well before the train roared by.
The line was deactivated and the tracks were ripped out some 10-15 years later, probably a death knell for half a dozen little hamlets further into the state.
There was also the time I got to ride in a float in the Fourth of July parade. The parade stopped with us on the C&O tracks just after the tracks changed direction. The top light was green. (Nothing happened and the parade resumed. I think that this was the Year of the Streaker.)
Fantastic series Danny. Very good. You should hang out around the new sunrail stations in kissimmee. Last week on the new LED CANTILEVERS, I saw a extremely rare medium approach medium. Red/yellow/flashing green. The holy grail of rr signals. It was lit up like a Christmas tree. Wish I would have gotten a pic of it.....
Yeah, you don't see a Medium-Approach-Medium in too many places. Lakeland Junction has had one for years, but that's all I know of in Central Florida. First one I ever saw was at South Callahan and of course, the NAS Folkston has had it forever.
Distant Signal yes, rare indeed. I was a signalman and freight conductor my whole career and not sure if I remember one, possibly on the old D and h in southern Penn on the Sunbury line.... There were some insane signals there. Can't remember them all but some were like 3 flashing diagonal yellows over a flashing Green and red and yellow vertical, one was something like a medium medium approach limited. Some were really nuts. They were the old seaboard or conrail signals, half ass upgraded..... Really crazy
Distant Signal Never seen it in person but I have heard it called on the scanner at Folkston, Callahan turnout, Sandy Ford road and Dinsmore
You'd have a "rail" of a time in Canada, sniffing out crazy things like _Medium to Limited_ or _Limited to Diverging_ or the like. I can't imagine some of those are very common. signals.jovet.net/rules/CROR%20Signal%20Rules.pdf
Awesome
saw amtrak 91 in charlotte to duram using csx monroe sub
I’ve been watching trains my whole life ( 50 years) I grew up on and still live on property bordering CSX mainline but I still don’t know all signals like I want to!
Is this a re-upload? I'm confused.
From yellow to red signal change is also called TCS-Traffic Controlled Signals.
What?
Thanks! CSX signalizing practices seem to be among the more complex.
Interesting that you say that as I find UP and BNSF signals to be much more arbitrary whereas CSX, CN, and CP are much easier to understand.
@@electric7487 I grew up on IC/ICG and later PRR, signaling practices, which were the essence of simplicity and straightforwardness.
Great video for novices....Not too nit-pick, but a top aspect showing clear is called a highball.
+Brad Kayganich Yeah, Highball is a throwback to the old days before lighted signals. You don't hear it much anymore.
I'm trying to keep it alive :-)
+Brad Kayganich HaHa! I'm with you, Brad. It's Highball!
"Highball" is slang, not an officially recognized aspect name.
High Ball is from way way back!
Hey question, love the video, but is there anyway that you can make a video of NW signals,
3:52 the term “high ball” comes from when they used to use balls on chains as a semaphore.
As a Canadian who’s ridden on Via rail: Wow! Imagine a passenger train getting priority! What a world!
That's so cool I earned a lot. Unfortunately in my city, BNSF got rid of all of those old mechanical signals and upgraded to LED train signals. I don't know what good it does changing signals.
Typically, old equipment becomes obsolete and unsupported. Often, the manufacturers of that equipment or the parts that make them up goes out of business or simply decides not support them anymore, and so can no longer be maintained. Once you run out of your stock of replacement parts, you're pretty much forced to upgrade.
LED uses less power
PTC has eradicated Searchlight signals. Searchlight signals are not compatible with solid state PTC systems. So, the signals have to be replaced. Whether they're incandescent or LED colorlights doesn't really matter.
The searchlight signals at Auburndale, FL are gone. Man, I miss them already
Hurray PTC, RIP Searchlights. ...
I found alongcamedatons comment
1:37
“One of the cool aspects” we saw what you did there.
Okay look, I can simplify this for you guys in just a few paragraphs. When it comes to mast signals, start from the top and work your way down. If the top is displaying green, go no further, you have a clear track and you may proceed to the next signal, regardless of the rest of the signals.
Is the top yellow? That means at the next signal you are running out of this track, unless the next lights below display something other than red. So in that case, is the middle light green? okay then that means you have another track to go to and you just have to slow to medium speed when you get there. Is it yellow instead? That means you are going to have another yellow light at the next signal, be prepared. Is the middle light red but the bottom light is green? It means the same thing as the other green light; you are running out of track and you are shifting to another track at the next light, but this one is SLOW.
Is the top light red? You have run out of track. Except if the second light is Green? So you are still out of track but you are shifting to a new track, take it at medium speed and then you can proceed to the next signal. But is the second light yellow? So then you are still out of track but you are shifting to a new track, only to run out of track again at the next signal, unless the bottom light is also green, which indicates when you get to the next signal, you are shifting again, take it slow when you get there. Or is the bottom light yellow? Then this means you are out of track and shifting over to the next track where you are running out of track again after the next signal. But is the middle light also red? Yep, you are still out of track, but if the bottom light is Green then you have to take it SLOW as you shift to the next track and then proceed on to the next signal. but if the bottom light is yellow, you need to take it slow as you shift and then prepare to stop at the next signal.
If it's not all red, then it's not red at all. If you are looking at all red, you must stop.
Now here are the exceptions:
Flashing lights are more permissive than solid lights. Therefore a flashing middle green indicated Limited Speed rather than Medium speed.
Markers such as a "P", "G" or milemarker on a signal make it an intermediate rather than an absolute signal, therefore all-red only means "Proceed at Restricted Speed"
Any time a Lunar aspect is displayed regardless of position, it means you are leaving CTC territory and entering other-than-main track with "Restricting" which means you do not need any additional authority beyond that signal.
Speed signalling used to be referred to as Maximum speed, LImited Speed (45MPH), Medium Speed (30
MPH) and Slow Speed (15 MPH), but for the past 20 years or so, Timetable speeds overrule signal speeds. As such, CSX changed their "Slow Speed" to 20 MPH so that trains do not attempt to run at a speed that will cause harmonic rock. (13-17 MPH)
ClawdyaTube or a 6 part video series
@@eggman8053 😅
IS that Q235 AND AMTRAK PO91
Saw an odd signal aspect this morning while doing uber, it was a yellow over red over green!!! Not sure what the indication was this was in Ashland ,KY
_Approach Slow_
Sounds like a CSX or an old Conrail line?
Thank you for making this video. Do you know if signals are like this for all railways or if it’s just for CSX?
Just CSX. Signals in the United States can be very similar to these, or rather different. Each railroad (and sometimes different areas on each railroad) can be different.
See: signals.jovet.net/rules/index.html
COOL K427 CSX GP40 and a dash 8 and a AC4400
Excellent video. Are UP or BNSF signals significantly different?
They are different in operating philosophy, but give largely the same aspects (what they look like).
See: signals.jovet.net/rules/index.html
I'm new to understanding railroads and track info with a keen interest in the rail system and how it works. What does "M.P. AR-836.7" mean? I also see it at Winston Wye "M.P. A-854.5". Thanks!
"M.P." stands for Mile Post. This is just like the mile markers you might see along a highway. Both a roadway and railroad track are cataloged and indexed based on these official distances.
Railroads are divided up into geographic areas for administration purposes. The largest of these is a division, and those are divided into sub-divisions. Milepost numbering is usually confined to a division or subdivision, just as roadway mile markers are confined within a U.S. state. Interstate 95 may cross the border between Florida and Georgia, but the mile points reset at each state boundary. The letters before the milepost number Mr. Harmon gives is a reference to the subdivision or location. That location would be approximately 854 and a half miles from whatever boundary serves as milepost zero.
Most mileposts are not exactly one mile apart, though, because railroad lines change over the years as grades may be eliminated, curves reduced or eliminated, etcetera, and it's too costly and fruitless to re-survey the entire division and put up all new milepost signs.
I failed the signal test by one question at NS. I worked hard and I just couldn't deal with failiing a second time and possibly worse so I opted to leave and not stay an additional 3 weeks. They NEVER showed anything like this. Imagine starting over and staying 3 weeks and failiing worse than what you did the first time. The long definitions for example "Slow speeds through turnouts crossovers sidings and overpowered operated swicthes then proceed" screwed me. I wasn't getting questions with signals and choices such as "Proceed at restricted speed".
The test proctor, she passed degenerates and gave them the answers to pass because if they didn't get the answers half of the class would have failed. A lot of dangerous people went to work the following Monday. They could have done the same for me but they had the opinion "Oh I know you can do it" just come back for 3 more weeks. The general knowledge test I got stuck with fill in the blanks, there were 430 questions in the system but only 80 were going to be on the test and that one I lost by two questions and that one the same thing happened, the same test proctor gave the answers to and passed dangerous people.
Very sorry to hear this but don't give it up, if railroading is really what you want to do. I should work on an NS Signals series.
0:29 CSX sunrise!
I find this one #1, and I see #'s 3, 4 and 5, but can't seem to locate the 2nd installment of this very enlightening video on Railroad Signals. Where is #2? Never mind, I FOUND IT! :)
I always thought that the signals meant
Green= go
Red= stop
puppy67726 Gaming well that's putting it simple and obvious. lol but each head and combination of signals mean something. speeds, routing, as well as signals ahead.
puppy67726 Gaming: If you mean on the street, don't forget yellow, which means STEP ON IT!!!
Michael Dougfir In UK officially "you must stop on amber unless it would be dangerous to do so"
@@ianmoseley9910 Same everywhere, I think. But that's not how it's interpreted.
Thank God I am not a conductor, I am still confused!!!! I will have to watch it again!!!
What are you confused about? Feel free to ask, and we can try to help.
Just remember it isn't just the conductor that has to know this stuff. The entire train crew is responsible for the train responding to signal indications appropriately.
Cool video. Could you do something similar with NS
Danny doesn't know much NS signalling (no offense, Danny!). However I was planning to do a video series on FEC, which uses the same system as NS.
+Milepost 282 Productions That sound like a plan. I will sub to you.
Joshua Hedgecock thanks! Enjoy the vids
Hello. I just wanted to ask a question on trains. I am in Evansville Ind west side. Coal trains pass at Hogue road intersection. I have counted 150 coal cars with a DPU in the middle. I am 300 yards away from the tracks. In winter 🥶 when weathers gets down cold down into the teens to single digits and the ground freezes. The trains sound so much louder and you can feel mini earthquakes shaking the house. 100,000 tons of coal in each car just makes it scary thinking there is an earth quake taking place. Any input on massive amounts of weights being pulled down the tracks. ????? Later.
Most coal cars can carry 110-120 tons of coal, each.
Frozen ground is rigid and rigid substances transmit vibrations differently than squishy ones.
It's not an earthquake and there is nothing to fear. The main advantage of trains is how much weight they can pull efficiently and smoothly.
👍🏽🤙🏽
i thought it would be 45 medium speed one time i saw a local doin 90mph
How do you find out the train number?
Usually by listening to the scanner/radio.
So it’s kinda like CN signals but a tad bit different
Canadian signals are way more complicated, but the logic is mostly the same.
Do these trains use norac rules and signals?
Nope. Norac is for Conrail territory. All these rules are for ex-Seaboard System.
Do Norfolk Southern!
I had a daily routine of taking a Japanese commuter train, and I would go to the first car because it was the least crowded because of the station layout. Most of the time, they had a window into the driver cab and could watch the driver and the tracks ahead, the driver could pull down blinds to the passenger side, but 99% of the time did not. The signals are pretty similar international. I understood what most signs meant just by observing. Every Japanese train station has 4, 6, 8, 10, 12 signs, which means how many passenger cars the train was carrying and where they should stop to line up with the platform loading areas. ruclips.net/video/_ac6wWWfC3U/видео.html
they do that on LIRR too
Was the signal that gave Amtrak 91 the high green an ABS signal? Just curious. I guess what I'm asking is, did the dispatcher make it green, or did it flip to green automatically after csx q-237 exited that signal block?
Good question. Nope, South Winston is a dispatcher-controlled "Absolute" signal. If a signal has no number, P, S, G or D plate then it is an Absolute signal. An ABS signal will (almost) always have one of those on it.
Distant Signal Thank you!
Andrew Burlin If the signal is guarding a switch, turnout, crossover, junction or Interlocking it will always be an absolute signal. Usually the last signal before the absolute signal is the ABS signal, some of them are referred to as a distant signal.
I hate to be pedantic, but "ABS" stands for "Automatic Block Signaling." It is a type of traffic control system. The typical application of ABS is territory where a train must get a track warrant to proceed, but automatic signals are provided to help space trains out and provide a second level of protection from collisions. ABS signals can be _permissive_ (able to be passed at danger) or _absolute_ (cannot be normally passed at danger).
*In the United States, the only way to tell a permissive signal from an absolute signal is that permissive signals have number plates and absolute signals do not.* No other sign or appurtenance can do this.
A signal in ABS territory could be called "an ABS signal". But, ABS territory or operation is NOT depicted in this video. I believe everything shown is CTC (Centralized traffic control) under the control and supervision of a remote dispatcher. *No CTC signal can be rightfully called an ABS signal,* just as a jet plane can't be called a turboprop. They may look similar and do similar functions, but under the hood they are quite different.
In CTC territory, there are three main classes of signals: control point, intermediate, and other (e.g. other miscellany signals, such as train-order signals, high water signals, slide fence signals etc.). Control point signals, sometimes called interlocking signals or even "home" signals, are always absolute. Control point signals are under the control of the dispatcher. All CP signals show red _Stop_ unless the dispatcher wishes otherwise. The _actual_ aspect that a CP signal shows depends on the actual track conditions. For example, a dispatcher cannot control whether a CP signal shows green _Clear_ or yellow _Approach._ The subsequent signals and track down the line determine that.
Most CTC control points are part of an _interlocking_ which provides safety features to prevent accidental conflicting routing of trains where tracks cross, split, or merge. The entire interlocking forms a single _control point,_ with signals guarding all entrances to it. A CP without an interlocking is usually called a Holding/Holdout/Hold Signal.
Between control points, the track is usually divided into signal blocks 1.5-2.5 miles long. Intermediate signals are found guarding these signal blocks, and they are permissive. Trains can proceed past them when at danger (all red) at Restricted Speed and ultimately bunch up en route to the next CP signal. Intermediate signals operate entirely automatically, based on track conditions. Again, they are not ABS signals.
A _block signal_ guards the use of a signal block. ABS signals are almost always block signals. In CTC territory, CP and intermediate signals are also block signals. Non block-signals, such as switch protection signals, high water or slide fence protection signals, train order signals, or Distant/APP signals are both not block signals and are not married to any particular traffic control system.
Finally, a word about the name of this channel: Distant Signal. It is a railroading term which has multiple meanings which can be hard to figure out sometimes, even with context. To keep it simple, the two straightforward meanings I use and advocate are:
1. *"Distant signal"* (capital D) A *non-block signal* which provides notice or attention to a subsequent absolute signal(s). The yellow/black fishtail-ended semaphore arm is the epitome of such a signal. Other examples are the APP signals (whether fixed yellow or not), or "D" Distant signals encountered in the western US. As non-block signals, they ONLY warn about the following signal(s), and not about conditions of the track between itself and those following signals. Most Distant signals cannot show a restricting aspect (e.g. Red).
2. *"distant signal"* (lowercase d) A *block signal* which provides information about a junction or turnout ahead. Specifically, this is the block signal encountered before the signal at an interlocking. Such a signal is usually equipped to be able to display special aspects required in preparation for slower movements through the interlocking. Any signal (CP or intermediate) can serve as a distant signal to an interlocking/junction, if that signal is the final one encountered before arriving at the interlocking signal.
Wow! If we had to radio every signal passed here the radio would never be silent! When you have signals every mile and half or less and trains every 2 minutes in places reading out signals is just not practical
Where's your railroad territory?
@@kylehill3643 the UK
what makes it track 1 or 2
The timetable. It tells you which is which (or, how to determine which is which, such as the easternmost or northernmost track is #1, etc.).
it's back think you for this video
Distant signal , do you know how cab alerters work ? Was told once before the signal is sent thru the tracks . True ?
It depends. There are different "alert" systems and philosophies.
A basic alerter simply monitors the train controls (throttle, brakes, horn, etc). If no controls are manipulated for a certain amount of time, an alarm sounds. I the crew is alive and paying attention, they can silence the alarm. If not, ultimately, the train will emergency stop.
Many trains can display basic (general indications) or complex (exact speed limits) cab signals to the crew. Many of these systems are designed to sound an alarm when the train is forced to slow down. Failure to acknowledge the alarm will cause an emergency stop.
For most modern signal systems, the signals communicate to each other through the rails. This, and radio communications, eliminate the need to have pole line along the tracks. Equipment on trains can read these pulses.
Cab signaling is all that is read by the loco. If you don’t have cab, you are running on waysides. The codes through the rail are only for the equipment to know what signal to display to the distant signal. CSX uses 10 codes for electrocode track circuits. One is for track integrity, one is for block indication, one is a tumble out to opposing signals, one is a maintenance code and the other 6 for vital codes that communicate what signal to display. These codes replace pole line or inground express cable that was needed with relay logic based signaling. Trains do not read or pick up these track codes.
why do they blow the horn so many times before hitting the crossing, in new zealand. the give one short blast before crossings in towns cities and other urban areas (two for reversing while shunting) and a longer single blast in rural out of town areas
National rule. Except in a designated quiet zone, the standard horn signal (long long short long) must be sounded until the train occupies the level crossing.
RIP Amtrak 91.
Aren't these signals very similar to at least some Canadian signals?
Michael Dougfir probably similar. there are different kinds of signaling. there is speed signaling, route signaling and a combination of both.
Similar in philosophy, yes. Many of the aspects are the same as well. But the rules are named differently and Canada has far more of them.
Hey distant signal, I was riding a tram in San Diego, going toward Santa Fe depot. I seen a train signal with a confusing aspect, it was a red over flashing red, what does it mean?
Don't know that one. It's gotta be a UP or BNSF aspect.
@@distantsignal I’ve never seen a BNSF going toward Santa Fe depot, all the trains I’ve usually seen on those tracks next to the tram is a coaster and Amtrak.
It is surely a _Restricting_ signal, meaning proceed at Restricted speed.
@@jovetj Oh! Thanks so much.
What are the exact words the guy on the radio is saying at 0:45?
"K42722, engine CSXT 8060, Limited Clear, Vitis Junction"
I'm a little surprised/concerned to see that they had a green through the crossings even before the automatic signals changed and the barriers came down... is that a normal thing? Although the train probably technically has right of way at all times and you should check there aren't any trains approaching before going across even when the barriers are up and the lights are off (same as you would an uncontrolled crossing), I bet very few drivers think to do that and take that configuration as a nominal green light... so, at least in the minds of the people using the crossing, we've got greens in two opposing directions. Shouldn't it at least be a caution if not a full red until the crossing is lit up and the barriers are falling? Even if that means having the crossing closed to road traffic a little longer so the Amtrak can approach at full tilt and not have to mosey on through at a much lower speed just in case the signal it's approaching doesn't change and thus the engineer then has to slam on the brakes?
Someone feel free to correct me but the track signals have nothing to do with grade crossings. They only communicate rail info.
happyjack880 is correct. Unlike places like Europe and Asia, there are no protection signals for level crossings in North America. Pedestrians and vehicles are not expected nor encouraged to look at the signals intended for trains. Instead, they use the level crossing if the way is safe and clear. The responsibility is solely on the user of the level crossing to determine if the way is clear. Trains always have the Right of Way. This means that , yes, it is a good idea to look both ways before using any level crossing, even if it has lights and boom gates. There are still many level crossings which have no signal protection, so users of those crossings must be extra vigilant.
The conditions or geometry of the track determine when a train has to slow down. If level crossing signals at a particular crossing are known to be malfunctioning or inoperative, all trains using that crossing will have to stop before entering the crossing, and a member of the grew must physically stand in the road way to halt all automobile/pedestrian traffic. (This is called "flagging the crossing.") The train then proceeds as normal, after picking up the employee after entering the level crossing.
Unlike Europe or Asia, we in the States and Canada do not require drivers to wait 3-5 minutes for a train to arrive at a level crossing. That is the consequence of interlocking level crossing protection into the train's signal system... the crossing signals must activate and prove to work soon enough to negate the train having to slow down. In the US, crossing signals must give a minimum 20 seconds warning, which is plenty of time to get the level crossing clear without wasting everyone's time.
Even a light passenger train like an Amtrak train would have to be going pretty darn slowly to be able to stop before colliding with something on the tracks at a level crossing.
1:51 Im not gonna go to that road never
Why? That's actually a pretty safe crossing.
Is This A Re-upload
+John Fagundes Yes, I took them down last summer and re-edited some of them for a DVD.
wow - if you compare it with what's common in europe that's one ancient system ... are there any auto-safety systems in place for the case a conductor passes a stop signal?
Europe is ancient.
@@jovetj have a look at ETCS - our trains are capable to service without signals or even a conductor - the human is just the failsafe to keep an eye on the computer
the NA system seem to have no countermeassures in place to auto-stop run over signals or run away trains like in that one movie based on a true accident - would never happened over here
@@cryptearth 🙄
I am familiar with the ETCS. It's good to eliminate operator error, I agree. But I don't think you understand what a _run away train_ actually is.
@@jovetj well, a run away train can.happen in two ways:
1) a self-igniting diesel-engine (can.happen to cars, too)
2) an engine no longer under active control of its conductor
both can actively prevented and counter-acted on:
on a run away diesel the fuel has to be cut off - and for the second it's enough to just reset the throttle to idle and apply the breaks
I'm also aware of the fault condition of failing breaks - but this is mostly caused by either overspeed or overweight - both preventable human errors
@@cryptearth How does ETCS help with those two conditions?
my way to read signals:
-Green? Yeet full speed LOL
-Yellow? Hit the brakes already
-Red? You're too late
Terrible.
What does "yeet" mean? I don't speak internet/Gen Z language.
I know the Train symbols in NYS
Can you tell me what does Yellow at the top and green in the middle mean?
"Approach Medium" Proceed, approaching NEXT signal not exceeding Medium speed.
Remember that the answer depends on the railroad, or the territory on that railroad!
signals.jovet.net/rules/index.html
Does it tell the train to turn onto another track? I know medium clear does turn onto another track
*@Kenton County Railfan Productions*
The best guide I've ever seen for describing how signals work and what type of information they tell trains is this... study it! Let us know if you have any questions after:
web.archive.org/web/20160313144451/alkrug.vcn.com/rrfacts/signals/signals.htm
@@jovetj Thank you for that!!!