In anticipation of the next NJT route release, I thought it would be helpful to point out a few things that could be improved with regards to signaling and safety systems. Not sure if any devs will notice, but I think it's worth a try. The items below are ordered in terms of most to least important for immersion from my point of view. 1. I know there will inevitably be compromises for the signaling and cab signaling systems on the new route since not all references documents may be available and there may not be enough time to get it 100% correct, but one thing I cannot stress enough is that cab signal conformity to wayside signal aspects should be followed. If the rules outlined in the table below (from NORAC) are not followed, then it really hurts the immersion factor in my humble opinion. Morristown was spot on in terms of implementation, while New York to Trenton was very much not - so I can only hope the Bergen County Line will follow the example of the former. TLDR, we should not be getting a green in the cab when we passed a yellow over green signal and neither should we be getting red in the cab if we passed a green one at trackside (except if it is non-cab territory). 2. Can we get the distance to target display features on the NJT speed display units? The yellow speed bar was included, but it was only partially simulated. What it does correctly is extend between the current speed limit and a +3mph tolerance, but it is missing the part where it is supposed to extend down to the next civil (or 0mph for a positive stop) target speed if that next speed is lower than the current one. Similarly, when approaching a lower speed target, a magenta speed bar is supposed to appear that counts down the distance to that target in 100ft increments. There is similar functionality in the LZB and ETCS systems. See the images below. The first is from the superseded ASES I system but is still correct in terms of description for the ASES II display elements. The second shows what happens if the next speed target is a positive stop (0mph) with the yellow bar extending down to zero and the magenta bar showing the distance to the positive stop (notice that the SDU shows 1 red light for restricting - not 2 unlike Amtrak's ADU). 3. ASES II and ACSES II used by NJT have different expectations for operator input especially with regards to civil speed downgrades. The ACSES II system used in the ALP-45DP requires you acknowledge every civil speed downgrade just like you would for a cab signal downgrade (this is similar to the MBTA, Metro North, and Amtrak systems) - in game, this is not simulated correctly since the speed just changes without any need for the player to acknowledge which is correct for the ASES II locos and cabs (Multilevels, Arrow III, ALP-46, GP40, and Comet Vs) but not the ALP-45DP. 4. This is an ATC/CSS consistency issue with all cabs - the persistent cab signal downgrade alarm should only be silenced and the penalty brake held off under these conditions: -the acknowledge button has been pressed AND -either a) suppression/brake assurance rate is met OR b) the train is underspeed before the timer runs out I've noticed that in some cases, ATC still forces you to put on suppression brakes even though you have already acknowledged and reached underspeed. 5. For ASES II SDU sounds, the single lower tone beep sound is played whenever the target speed changes up or down (including for a cab signal upgrades and downgrades) and also whenever the green and yellow start to count down to the next lower speed target. If anyone is interested in my sources for images: 1. https://data.ntsb.gov/Docket/Docume...PDF&FileName=NORAC Operating Rules-Master.PDF 2. https://railroads.dot.gov/sites/fra.dot.gov/files/fra_net/408/ord0707.pdf 3. NJT_6025-cab-inside-30th-St.jpg (1000×1334)
