Guide Metrolink Operating Procedures - Signal Meanings And Other Rules/useful Information.

It has come to my attention that some detailed information regarding some Metrolink signals, procedures, and otherwise, etc might be useful to some people especially considering there are two Metrolink routes to use this information on now. Here is, to the best of my ability and without using/sharing internal company documents, a brief, yet detailed guide of helpful information that will help some with running trains on the Antelope Valley Line or San Bernardino Line.

First off, the entire Metrolink system is governed by PTC - positive train control, as is every other train operating in the US. It is an FRA mandate that all trains must only operate while governed under the control of PTC, except under certain specific circumstances. A lot of the safety systems like signals, speed limit enforcement, and other restrictions are monitored by PTC but this is not modeled at all in TSW4 so I won’t go into too much detail about it. Metrolink uses the same safety and signal systems as well as rules on all of their 7 lines. It’s the generic operating rules that applies to ALL movements of Metrolink trains.

Metrolink trains operate on subdivisions which is just the specific track territory and all the signals, control points, speed limits, and restrictions on that specific subdivision.

Antelope Valley Line - Metrolink River Subdivision (Los Angeles to CP Ormiston)
Metrolink Valley Subdivision (CP Ormiston to Lancaster)

San Bernardino Line - Metrolink River Subdivision (Los Angeles to CP Pasadena Jct)
Metrolink San Gabriel Subdivison (CP Pasadena Jct to Downtown San Bernardino)

CP - control point. Control points are not unique to just Metrolink. They are all over the US. Metrolink uses many control points on their lines/subdivisions. “Under Centralized Traffic Control (CTC), the dispatcher directly controls the movement of trains with absolute signals and remote-controlled switches. A control point is a signaled interlocking controlled by a dispatcher in CTC territory. Most switches in a CTC interlocking can also be controlled from trackside, though doing so still requires the permission of the dispatcher. The signals at CPs let the engineers know when they have permission to occupy the track ahead, as each section of track between two control points is normally occupied by only one train at a time." So basically, on Metrolink, control points usually govern crossover or turn-out switches controlled by the dispatcher.

Signals -

The signal system is fairly straight forward and I’ll just touch on the basic ones you’d almost always see while running (run/running a train is a term used in the US to describe operating the train. Others may also refer to this as driving the train. So if you see me use the term “running” the train, this is what I mean.) in TSW4. I will omit certain signals that don’t really come up at all in TSW4 unless it was some special routing done in free roam and even then, they’d be rare.

- Green/ “clear” - Proceed past the signal at the maximum authorized track speed.
- Advanced Approach/ “flashing yellow” - Proceed past the signal at the maximum authorized track speed, PREPARED to slow down for the next signal.

- Approach Diverging/ “double yellow” - Proceed past the signal at the maximum authorized track speed, PREPARED to slow down for a diverging route through a switch/turn-out at the next signal.

- Diverging Clear/Advanced Approach/Approach/ “red over green, flashing yellow, or yellow” - Proceed past the signal at the switch/turn-out speed. If the signal is diverging clear, you can accelerate to the maximum authorized track speed again after your entire train has traversed through the switch. If the signal is diverging advanced approach, proceed through the switch at the switch/turn-out speed, PREPARED to slow down to 40mph for the next signal. If the signal is diverging approach, proceed through the switch/turn-out at a MAXIMUM of 40mph only, regardless of what the switch speed actually is. For example, if the switch speed is 60mph but you have a diverging approach signal (red over yellow) you are only allowed a maximum of 40mph in that 60mph limit, prepared to stop at the next signal.

- Approach/ “yellow” - Proceed past the signal at a MAXIMUM of 40mph only, regardless of what the track speed is. For example, if the track speed is 79mph but the signal is yellow (double head signal, yellow over red and a single head signal, just one yellow signal) you are authorized to pass the signal at 40mph only, even in that 79mph speed limit.

- Red - This one is about as straight forward as it gets. STOP.

- Restricting/ “flashing red” - Proceed past the signal at restricted speed which is either 10mph or 20mph, depending on what the track conditions are. Almost always though, the restricted speed is a MAXIMUM of 20mph, regardless of maximum authorized speed. When traveling at restricted speed or being prepared to stop, you must ALWAYS be able to stop the train within half the range of vision in distance. For example, if you can only see 500 feet in front of you, you need to be able to stop within 250 feet. If you can see one mile in front of you, you need to be able to stop within 1/2 mile. So on and so forth.

Metrolink uses signal progression which means that if you’re going to stop, proceed through a route other than the main track, or you’re follow another train, you will receive a series of different signal aspects before needing to slow down or stop.

- If you’re going to be taking another route, like diverging into a siding track at the Newhall station for example, your signal progression would be something like this if the route is otherwise clear:

- Clear/Green
- Advanced Approach/Flashing yellow
- Approach Diverging/Double yellow
- Diverging clear/Red over green (It is here you would need to be slowed down to whatever the switch/turn-out speed is.

The signal progression here can differ depending on what the track conditions are. There are actually quite a few different possible indications so this is where you’d want to refer to the basic description of the signals above. Getting a red signal to stop waiting for another train in a siding is very common and often times, train meets are built into the schedule times since both of those particular trains meet at that same location each day, unless one of them is late.

To review, signals are either control points or intermediate signals in between two control points. Intermediate signals have the signal number listed on the actual signal mast. When trains call out a signal indication at these signals, they use that number. If they are calling out a signal at a control point, they use the name of that particular control point.

The maximum authorized track speed on virtually all of Metrolink controlled tracks is 79mph. While you aren't supposed to exceed this speed limit or whatever the speed limit is for where you are, there's a grace period of 3mph. Anything over that is considered overspeed and you would be written up for speeding. At 5mph over the speed limit, PTC would make a penalty brake application and automatically stop the train. A penalty brake application is the maximum amount of braking effort that can be applied without going into emergency braking.

Train crews (engineers and conductors) operating Metrolink trains on Metrolink territory and tracks train for months learning the line (or commonly referred to as territory) before they are deemed qualified to be on their own. This is usually a period of 2-6 months. Metrolink also operates on tracks owned and operated by Union Pacific and BNSF and both of them have a few different signal aspects and different meanings from the ones seen on Metrolink owned and operated tracks. An engineer needs to learn and memorize all these different signals and rules for up to three railroads. Amtrak/Metrolink, BNSF, and Union Pacific.

Some other useful information:

Metrolink station stops are intended to be very short, between 30-40 seconds UNLESS you are early to that stop. You then wait until the departure time on the schedule. Times listed on the timetable are departure times, not arrival times. This whole thing of waiting several minutes at station stops like we see in the timetable mode on the Antelope Valley Line is not correct. You never wait more than 30-40 seconds at each stop. They can sometimes be as short as 20 seconds or as long as 1 minute depending on how many people might be getting on or off at that particular stop. I’ve had to wait 19 minutes at a stop before and that is in no way correct. If you're doing free roam, stop no more than 30 seconds at each stop.

Using the horn and bell is pretty straight forward. The bell must ALWAYS be turned on when arriving or departing from a station, when passing another train or equipment along the tracks, or whenever else an engineer may deem it necessary, including maintenance of way (MOW) crews. There are several “quiet zone” crossings along the routes in which the horn does not need to be blown unless in an emergency, however the bell MUST be on and ringing over these crossings. That said, the horn is absolutely REQUIRED to be blown for every single crossing. Sorry guys who don't like the horn and/or bell. This is a Metrolink rule, FRA rule, and is also governed by PTC. If you do not blow the horn at a crossing you’re supposed to, PTC will start blowing it automatically. Horn use is also recorded by the event recorders which is another reason it is required. To make sure the horn was blown/sounded in an area it is required. Horn use IS NOT allowed at Los Angeles Union Station except in an emergency. Otherwise, do not sound the horn at Los Angeles.

You will know you have a crossing to sound the horn at as there are white signs with an “X” or “W” on them along the tracks prior to the crossing. This means to start sounding/blowing the horn in the proper sequence which is two long blasts, a short blast, followed by another long blast. (Long---Long---Short---Long). The last long blast MUST be timed so you blow it through the crossing. You cannot stop blowing the horn before you get to the crossing. You need to sound it through the entire crossing. There is no rule stating you can’t blow the horn. You can anytime you deem it necessary or for a requirement like a crossing. Yes, blowing the horn at railfans along the tracks is okay, too.

Headlight usage- Another pretty straightforward thing is the use of your headlights. If you're moving, they all MUST be on bright. This means the main headlight and the flashing ditchlights are on. Anytime of the day, day or night. The exception to this is if you're stopped either waiting for a passing train or you're at a station. Usually you arrive to your train 10-15 minutes before departure from Los Angeles for example. Most guys/gals keep the headlight on dim until they're ready to depart. If you stop in a siding waiting for another train to pass, you can keep the headlight on dim until you start moving again. Just don't forget to turn them back on to bright. You usually ALWAYS dim your headlight when passing another train at speed at NIGHT/DARK conditions only. You don't do this during daylight.

As far as the marker lights go, they are REQUIRED to be on and visible anytime the locomotive or cabcar is in the trailing position. This is not only a Metrolink/Amtrak rule but also a generic rule governing the movement of all passenger trains - the trains that always have marker lights. In the case there is no marker light, like a freight train, you would set the headlights on dim. But Metrolink uses marker lights so those are required. The button for them in the Rotem cabcar is on the panel above the engineer and in the F125 it is on the back panel behind the engineer. Make sure you always check that they are on if the locomotive or cabcar is in the trailing position.

While Metrolink is the separate governing body and transit agency for the commuter trains, ALL Metrolink trains are under the operation of Amtrak. This means all conductors and engineers on the train and driving the train are Amtrak employees. This is referred to as Amtrak T&E crews. Trainman and Engineers. They are hired by, paid by, and report to Amtrak. An engineer working out of the Los Angeles crew base has the option to work regular Amtrak trains (Pacific Surfliners or long distance) or Metrolink commuter trains. You are paid the exact same. Most jobs work out of the station at the end of the line for Metrolink, which in the case of these two routes, would be Lancaster and San Bernardino. Engineers and conductors report there to start their shift by operating the train to Los Angeles and return back to Lancaster or San Bernardino at the end of their shift. There are exceptions to this. Several jobs work out of the Los Angeles crew base instead of one of the “outer” crew bases. Each Metrolink crew base is an extension of Los Angeles. Working Metrolink jobs is often desired because it allows you to live far away from Los Angeles in an outer community served by Metrolink like Lancaster or San Bernardino and their surrounding areas.

I think this should be a good, basic description of Metrolink operations and what some important information is regarding driving the trains on the TSW4 routes. I will likely continue to update this as I think of additional stuff to add or if other questions are asked. Please let me know if you have any further questions and I’ll be happy to answer, to the best of my ability. I’m sorry if I used any confusing terminology. I hope this helps and I hope it all makes sense!

 

Here's a list of all the signals in order that I put together. They are in order from Lancaster to Los Angeles.

 

A link the the Metrolink Signal rules https://signals.jovet.net/rules/SCRRA Signal Rules.pdf

link to MBTA MNRR LIRR AMTRAK signal rules https://signals.jovet.net/rules/NORAC Signal Rules.pdf

link for Caltrain https://signals.jovet.net/rules/Caltrain Signal Rules.pdf

 

Thanks for this. This goes into further detail from the more basic description I gave. I tried to keep it less complicated than what some might find on this chart.

For the sake of this post, I kept it to just what you will find on Metrolink, like what is in your first link. The Amtrak signals on that chart don't apply to anywhere outside the NEC, more specifically on Metrolink so they wouldn't be helpful in conjunction with my thread as again, this is just Metrolink related. Same goes for Caltrain.

 

amtraknick1993, thank you very much for your detailed post. There's nothing better than first-hand reports and instructions.

I've got a few small questions if you don't mind:

(emphasis mine)
Regarding the other trains, is just when the trains are stationary or do I also turn on the bell when both trains are at speed? Also in regards to passing, do engineers dim the headlights when another train is approaching or do they stay on bright?

I vaguely recall reading years ago that in case of a timing error, you could also restart the sequence (i.e.: long-long-short-long/long-long-short-long/level crossing). Is that allowed or is it strictly long-long-short-long once before the level crossing?

I often use the charts on that website. Very user-friendly and easy to use as a quick reference.

 

sometimes I do a different sequence when playing just for the hell of it and imagining hair jumping feet above ppl's heads from being scared ... like, hoooooooooooorn, and ppl's souls leaving them for a moment

 

I'm glad you enjoyed the post! This is stuff you don't think of everyday because you're so used to it so I really had to think about how to word everything. Haha. But I'm more than happy to answer any and all questions and encourage people to post them!

Typically, you would just use the bell when you're passing a train that is stopped. So if you were passing a Union Pacific freight train on a siding, you'd activate the bell the entire time you're passing it. The same would go if you were passing a Metrolink train, too. Anytime you're passing another train. Generally, you don't turn the bell on if both trains are at speed since it's so quick, especially if you're both going 79mph. It's not really necessary in that scenario. Ringing the bell while passing another train is really just for safety.

As far as dimming the headlight, you used to do it passing all other trains. Now, you only do it when it is dark. So at night or early morning. It's more or less a common courtesy so you don't blind the other train. You are not really supposed to do it during the day anymore as it doesn't serve much of a purpose in daylight hours. That rule recently changed. That said, you wouldn't really get in trouble for dimming your headlight passing another train during the day. A lot of it too is so you don't forget to turn them back on to bright. You'd be amazed how easy it is to forget to do this. Then, you're running at 79mph with only a dim headlight and no flashing ditchlights for crossings. During dark hours, you'd easily notice your lights were on dim.

When you do it long enough, you get pretty good at timing the horn over every crossing. I don't necessarily start blowing the horn at the "W" or "X" board either. Sometimes I'll start before it or even after it, especially if I'm going slower than the track speed. To answer your question though, yes you could restart the horn sequence if needed. The important thing to remember is your last long is sounded as you pass over the crossing and you keep it sounded until your engine (or cabcar) has gone through it. Normally, I would just do something like [long--long--short--long--short--long] and just add that extra short--long to the sequence. Usually that seems to work.

 

Wonder if this thread should be moved into the Guides section, since it will quickly get lost here.

 

Thanks a bunch! Just had a run on AVL and it’s so much more enjoyable when you have these firsthand accounts and know that what you’re doing is (at last vaguely) correct.
I do need some practice on stopping though, quite a few times my doors didn’t exactly line up with the ramps.

 

I didn't even think about that. I should have posted it there.

Can a moderator move this thread to the Guides section? Maybe pin it there? DTG JD DTG Alex (I tried tagging Jan since he seems to moderate the forums often but he wasn't an option to tag.)

 

If anyone is curious about any special rules governing the San Bernardino line (San Gabriel Subdivision/CMF) Here is all the practices outside of regular operation.

-Lights are dim whilst operating between CP Hondo and CP Pasadena Jct (In practice when in the middle of I-10)
-Bell is required by Metrolink to be active while operating between MP0-0.8 (CMF) and there is absolutely no horn usage in those areas unless required for work crews and such.

Its not much but still another additive of realism.

 

So for the metrolink signals, I know on CSX and NS trackage, all the crews are supposed to call out the signals and the name on the radio, does metrolink also do that in real life?

 

Yup

 

You’re only required to call out a signal that is anything less than a clear signal. If you have clear signals, you do not need to call them out. Which is pretty much the universal standard among all the other railroads/agencies. This is a somewhat recent change for Metrolink.

 

Absolutely! Glad to help share some operational insights!

 

Thanks for this thread, I am just getting into the Antelope route now finally so this is very useful information to make it more realistic (and will be good for San Bernardino too).

 

amtraknick1993 I hope you don't mind, but I combined your writeup with some minor modifications and photos of the signals from stephenbabalola01 into a printable/saveable PDF for easier reference use. Originally for just me but it may be helpful for others

 

No, I don’t mind at all! This is very helpful. Thank you for putting this together.

 

I am having a run on this line after a long time, and I noticed that the direction LA - Lancaster where you go locomotive first, some speed signs are all over the place... like without HUD I would have zero ways to know when the actual speed limits change

 

Yes, unfortunately there are a couple of issues with the speed signs on the route. Some are placed incorrectly, display the wrong speeds, or are just missing all together. This has been reported numerous times but never addressed in an update. As it is though, there are two colored speed signs, yellow and green. The yellow speed signs are 1 mile before a permanent speed change (not a speed change for a switch or crossover for example) and the green sign is at the start of that speed change.

 

good to know, thanks

 

Do Metrolink trains dim their headlights when entering stations? I know GO trains do (or at least used to when I was living in Toronto).

 

No they do not. They're not even supposed to dim their headlights anymore for passing trains, unless at night. The only acceptation is along the Interstate 10 freeway (which will be on the upcoming San Bernardino expansion) where they are required to dim the headlights due to traveling in the middle of the freeway and passing opposing vehicle traffic.

 

Thanks for the info! One less thing to do when pulling into the station

 

There's a short timetable at Lancaster yard in the early hours. Only has 3 minutes on the timetable. Driving from the opposite end to the loco, drive a few yards over the road crossing stop and then reverse. I expect you change driving ends, and sit in the loco to face direction of travel. I'm not sure if that is correct, and how to leave the controls set at the other cab. I sat in the loco but had a red square surround the throttle/brake indicator and couldn't move the train to the stop to complete the move. I've just started using the metrolink, so not familiar with the controls.

 

I do not see any photos, but I do see you employed some the graphics from my signal chart. Without permission nor credit. I am not going to demand you take this down, but for future reference, I'm not too keen on that. Please ask in the future before you re-use or re-post my work. Links to it are great, duplications are not.
Also, a lot of people want to put a "d" on Advance Approach, but it is not "Advanced Approach" nor "Diverging Advanced Approach."

 

Oh my bad! For some reason when I looked at the original charts I thought they were from a public source but now that I look again I see your copyright in the text on the bottom and also checked out your main page and see all your other work (awesome stuff btw).

Oversight on my part. When I first slapped it together it was for personal use so I wasn’t thinking, I definitely should have caught that.

 

No real harm, just glad you're aware. About anything that helps the community at large (railfans or simulation gaming) understand signaling is a plus in my book. It is also not too difficult to make your own signal aspect graphics in Word, so don't let that intimidate you.

 

I got a question.
What's the usual sequence of events when a Metrolink train is preparing for and braking for a station stop?
It sounds like the dynamic brakes get blended in as the air brakes apply. Is that all the engineer uses? Or does the engineer manually blend in more dynamic brake force as well?

The Metrolink routes are so challenging. I love it.

Edit to say I just found this thread answering my question
https://forums.dovetailgames.com/th...hniques-for-emd-f125-and-rotem-cab-car.80361/

 

Was going to point you in the direction of my responses on that thread. Glad you found them useful!