DISCLAIMER: This guide assumes prior knowledge of the editor and how to place signals. If you are unsure of how to do this, I suggest you look up a tutorial for doing so before proceeding. So you purchased Long Island Rail Road for Train Simulator Classic and want to create a route extension. You’ve placed the track and are ready to move onto signaling. Where do you start? This route comes with a plethora of signal types to choose from depending on your signaling needs. Note: This route only comes bundled with automatic signals and their normal aspects. Signals with the following aspects are NOT included. Clear Block, Absolute Clear, Absolute Medium Clear, Absolute Slow Clear, Caution, and Flashing Slow Approach. Please keep this fact in mind when designing a section of the LIRR that makes regular use of these signal aspects. SIGNAL TYPES Position Light Tri-Light Pedestal Atlantic Branch Color Light New York Penn Color Light East River Tunnels Color Light Dwarf Low Color Light Code Change Point (track circuit) SIGNAL LISTING Unfortunately, a good number of miscellaneous signals found their way into the release build. For purposes of signaling a LIRR route, ignore assets with the following prefixes that appear within the “Track Infrastructure” section of the editor: “HUD”, “MTL”, “NJC”, and “NY”. The only signals you should concern yourself with will always have the prefix “LIRR”. If a signal is called out as being Zone A specific, it’s designed to be used between Harold interlocking and Penn Station. This is known as “Zone A”. LIRR ATL Atlantic Branch Color Lights. The head configuration for all of them is identical, but there are different mounts depending on if the signal is connected to the ceiling, ground, etc. If the word “Distant” is in the name, it does not protect junctions. Otherwise, it’s a home signal that protects junctions. This signal type should only be utilized in LIRR territory and not mixed with Zone A signals. LIRR CodeChangePoint Used at block points without fixed signals present. A code change point never protects a junction. This signal type is compatible with all signal types (LIRR and Zone A). LIRR Dwarf Dwarf signals in Long Island territory. They come with different mounts based on the situation. All of these signals are considered home signals and should always be placed so they protect junctions. This signal type should only be utilized in LIRR territory and not mixed with Zone A signals. LIRR ERT (Zone A specific) East River Tunnels Color Lights. The distant/block variety does not protect junctions, while the others are home signals that do protect junctions. This signal type should only be used in conjunction with other Zone A signals or the Code Change Point. LIRR Low Low Color Lights. They come with either two or three heads. The two-light variety has a most favorable aspect of Restricting while the three-light variety has a most favorable aspect of Slow Clear. All of these signals are considered home signals and should always be placed so they protect junctions. This signal type should only be utilized in LIRR territory and not mixed with Zone A signals. LIRR Pedestal Pedestal signals. They somewhat resemble dominoes. The distant varieties do not protect junctions, while every other type is meant to protect junctions. There are different head configurations depending on how many lights the signal has available. The lowercase ‘h’ in the name refers to the top head and the capital ‘H’ refers to the bottom head. 1 = Vertical, 2 = Diagonal, 3 = Horizontal. This signal type should only be utilized in LIRR territory and not mixed with Zone A signals. LIRR Penn (Zone A specific) New York Penn Color Lights. These are used exclusively within Penn Station and have a most favorable aspect of Slow Clear. The distant signal type does not protect junctions, while every other offering does. This signal type should only be used in conjunction with other Zone A signals or the Code Change Point. LIRR Top1, Top2, Top3 Position Lights. These are widely used throughout the entire LIRR network and come in a variety of head configurations. Let’s start with the top head. “Top 1” refers to the top head only having the horizonal lights available, “Top 2” is both horizontal and diagonal, and “Top 3” is horizontal, diagonal, and vertical. Now for the bottom head. “L” refers to the diagonal set of lights that resembles a backslash (\) on your keyboard. “R” refers to the diagonal set of lights that resembles a forward slash (/) on your keyboard. “V” is the vertical set of lights. “X” and “Mkr” refer to the single light below the top head. There are distant and block varieties that do not protect junctions, while everything else is designed to protect a junction if it has more than one link. This signal type should only be utilized in LIRR territory and not mixed with Zone A signals. LIRR Tri (non-LI variants are Zone A specific) Tri-Light signals. In Long Island territory, these are used exclusively around Woodside station. In Zone A, they’re used throughout Harold and F interlockings. There are different mounts depending on if it’s ground mounted or up in a gantry. The distant varieties are not meant to protect junctions, while everything else is. If the signal name contains “LI”, then it’s only meant to be utilized in LIRR territory and not mixed with Zone A signals. If the signal name omits “LI”, then it’s only meant to be utilized in Zone A and not mixed with LIRR signals. LIRR ZA Dwarf (Zone A specific) Dwarf signals in Zone A. All of these signals are considered home signals and should always be placed so they protect junctions. This signal type should only be used in conjunction with other Zone A signals or the Code Change Point. PLACING SIGNALS All signal types come with at least one link in addition to the native link (link #0). This additional link is utilized to force specific behavior on the signal (more on that later). Distant/Block/Code Change Point These signals are the easiest to implement since they only have one link. Place the signal like you normally would and then put link #1 in front of it facing in the same direction. The end result should resemble this: If you have a signal on the opposite side, ensure the links are placed so they are “pointing at one another”. Imagine signal #1 on the left and signal #2 on the right. They’re both on the same track, just facing opposite directions. Signal 1 [link 0] --> Signal 1 [link 1] --> <-- Signal 2 [link 1] <-- Signal 2 [link 0] The link placement is very particular to ensure the proper flow of signal messages up and down the line. The end result should resemble this: Home Signals The only difference with placing home signals is that all links besides the native link must protect one or more junctions. Once you’ve figured out how many possible paths the signal can route you through, choose a home signal model with that exact number of links and place them appropriately. Here is an example at Queens. The 4E signal on Queens bridge #1 has three possible paths before reaching the next signal. It’s best practice to place link #1 on the path that will result in you not switching track, but it's ultimately up to you. CUSTOM SIGNAL BEHAVIOR The signal’s links can be populated with custom parameters in order to force specific behavior that will override normal signal logic. All possible customizations will be covered here. What you’re able to influence includes: Most favorable signal aspect (wayside signals only) Most favorable cab signal code when passed (code change points only) ACSES Positive Stop enforced (wayside home signals only) ACSES Positive Stop at platforms enforced (wayside home signals only) For example, this is how the 72R signal at Van Wyck near Jamaica is configured. The signal has three links, each one enforcing a most favorable signal aspect of Slow Approach with a cab signal code of 15. The “Approach Control” checkbox for Link #1 is ticked to indicate that ACSES Positive Stop is enforced at this signal. See below for another example and then we’ll get into all possible custom behaviors. Signal 82R is a home signal configured for ACSES Positive Stop. If routed through Link #1, the most favorable aspect you can receive is Approach Slow with a cab signal code of 40. If routed through Link #2, you’re switching tracks at 30mph and the most favorable aspect you can receive for that move is Approach Slow with a cab signal code of 30. CUSTOM LINK PARAMETERS See below list of custom link parameters. Keep in mind that capitalization matters! A70C Most favorable signal aspect is Clear with cab signal code of 70. Applicable to all wayside signals capable of indicating Clear. B60C Most favorable signal aspect is Clear with a cab signal code of 60. Applicable to all wayside signals capable of indicating Clear. C80AM Most favorable signal aspect is Approach Medium with a cab signal code of 80. Not currently utilized in the current signal logic. D70AM Most favorable signal aspect is Approach Medium with a cab signal code of 70. Applicable to all wayside signals capable of indicating Approach Medium. E60AM Most favorable signal aspect is Approach Medium with a cab signal code of 60. Applicable to all wayside signals capable of indicating Approach Medium. F40AM Most favorable signal aspect is Approach Medium with a cab signal code of 40. Applicable to all wayside signals capable of indicating Approach Medium. G30AM Most favorable signal aspect is Approach Medium with a cab signal code of 30. Applicable to all wayside signals capable of indicating Approach Medium. H40AS Most favorable signal aspect is Approach Slow with a cab signal code of 40. Applicable to all wayside signals capable of indicating Approach Slow. I30AS Most favorable signal aspect is Approach Slow with a cab signal code of 30. Applicable to all wayside signals capable of indicating Approach Slow. J15AS Most favorable signal aspect is Approach Slow with a cab signal code of 15. Applicable to all wayside signals capable of indicating Approach Slow. K40A Most favorable signal aspect is Approach with a cab signal code of 40. Applicable to all wayside signals capable of indicating Approach. L30A Most favorable signal aspect is Approach with a cab signal code of 30. Applicable to all wayside signals capable of indicating Approach. M15A Most favorable signal aspect is Approach with a cab signal code of 15. Applicable to all wayside signals capable of indicating Approach. N15SA Most favorable signal aspect is Slow Approach with a cab signal code of 15. Applicable to all wayside signals capable of indicating Slow Approach. O15R Most favorable signal aspect is Restricting with a cab signal code of 15. Applicable to all wayside signals capable of indicating Restricting. P30C Most favorable signal aspect is Clear with a cab signal code of 30. Applicable to pedestal home signals only. Required for the 10L and 12L signals at Jay. Q15SC Most favorable signal aspect is Slow Clear with a cab signal code of 15. Applicable to all wayside signals capable of indicating Slow Clear. a70 Most favorable cab signal code that can be received when passed is 70. Applicable to code change points only. Can be populated on wayside signals so in case the next signal changes aspect/indication, the maximum cab signal code you’ll receive in the current block is 70. This will not influence the most favorable aspect the wayside signal can display. b60 Most favorable cab signal code that can be received when passed is 60. Applicable to code change points only. Can be populated on wayside signals so in case the next signal changes aspect/indication, the maximum cab signal code you’ll receive in the current block is 60. This will not influence the most favorable aspect the wayside signal can display. c40 Most favorable cab signal code that can be received when passed is 40. Applicable to code change points only. Can be populated on wayside signals so in case the next signal changes aspect/indication, the maximum cab signal code you’ll receive in the current block is 40. This will not influence the most favorable aspect the wayside signal can display. d30 Most favorable cab signal code that can be received when passed is 30. Applicable to code change points only. Can be populated on wayside signals so in case the next signal changes aspect/indication, the maximum cab signal code you’ll receive in the current block is 30. This will not influence the most favorable aspect the wayside signal can display. e15 Most favorable cab signal code that can be received when passed is 15. Applicable to code change points only. Can be populated on wayside signals so in case the next signal changes aspect/indication, the maximum cab signal code you’ll receive in the current block is 15. This will not influence the most favorable aspect the wayside signal can display. fAR If signal logic decides that Approach should be displayed, display Restricting instead. Applicable only to Tri-Light signals in Zone A. gASA If signal logic decides that Approach should be displayed, display Slow Approach instead. Applicable only to Tri-Light home signals in Zone A that have three heads. To enforce ACSES Positive Stop (normal 100’ stop target distance) on a home signal, ensure the “Approach Control” checkbox for Link #1 is ticked. To enforce ACSES Positive Stop (shortened 6.6’ stop target distance) on a home signal, ensure the “Limited” checkbox for Link #1 is ticked. SIGNAL LINK SPEEDS In addition to forcing custom behavior using the signal character field, you can also influence home signal aspect decisions by populating the link speed field. Here are some best practices to try and abide by: If switching tracks at 80MPH, leave the link speed blank. It doesn’t hurt to put 80, but it’s not required. If switching tracks at 60MPH, enter 60. There are specific checks in the script that’ll enforce Clear 60 at the home signal and ensure the previous track circuit drops the cab signal to 70. If switching tracks at 45MPH and is a shared Amtrak/LIRR signal in Zone A, enter 45. This will make the home signal display Limited Clear at most when routed through that link. This only applies to Tri-Light signals in Zone A. If switching tracks at 40MPH, enter 40. This will make the home signal display Medium Clear at most when routed through that link. Cab signals will display a 40 code. If switching tracks at 30MPH, enter 30. This will make the home signal display Medium Clear at most when routed through that link. Cab signals will display a 30 code. If switching at less than 30MPH, enter whatever number is applicable as the script shouldn’t check for exact values below this threshold. CONCLUSION The signals I designed for Long Island Rail Road are extremely flexible and can adapt to a variety of unique situations. Please don't hesitate to reply if you have questions or have encountered issues.
Hey I’m having trouble placing code change points on tracks. I don’t have the LIRR dlc but I’m using the NYNH dlc. Is that still compatible?
Is it possible to allow the M7s to go faster than 80 mph? I'm making a test route and cannot seem to get the LIRR signals to allow the LIRR M7s to go faster than 15 mph no matter what speed limit the tack is set to. And I've tried to disable the safety features, but they won't disable.
I tried disabling safety systems using the given keyboard controls/shortcuts but nothing happened when I used them. I tried CTRL+SHIFT+ENTER to disable cut in or cut out the ATC, but nothing happened. I tried LEFTALT+SHIFT+ENTER to disable the ACSES, still nothing happened. And I even tried RIGHTALT+NumPadEnter (which I had to use a separate keyboard for since my laptop doesn't have a NumPad), and as a result nothing happened. In my reply, I literally said I tried disabling the safety systems, but nothing happened. I still was forced to go under the speed limit I set the track I was running a LIRR M7 on.
Right i know you mentioned you tried it. My point is that if you did it correctly it should have worked. Disabling ATC should remove the enforcement entirely, allowing you to exceed 80.
It was CTRL+D. You should probably update the M7's manual because the keyboard shortcuts that are supposed to disable the M7's safety systems aren't working and I have no reason to lie. They're not working.
If they're not working then there must be some sort of bug with the locomotive script. Per the official manual: CTRL + SHIFT + ENTER will cut in or cut out the Automatic Train Control (the cab signal system). On by default LEFTALT + SHIFT + ENTER will cut in or cut out the Advanced Civil Speed Enforcement System (ACSES) ON by default RIGHTALT + NumPadEnter will cut in or out the ALE, (the vigilance device). OFF by default.
You sure it was the LIRR M7 (the one with the route) or the LIRR reskin of the Metro North M7 (Hudson Line)? Ctrl+D never worked for me on the LIRR route M7.
So I have a whole bunch of questions. I am so new to this game using the editor that I've already managed to screw a few things up thank God I backed things up. Let me try to explain what I need or I'm looking to do. I think I have the signals figured out for the most part. Using the Google maps overlay I took the current LIRR route and cloned it. I currently have all the track laid from where it ends on the Atlantic Branch spur and St Albans all the way to lynbrook with all spurs and sidings laid. I have the far Rockaway Branch track just going halfway down the branch I have the entire long beach Branch completed with track and stations. Working my way back to where I started with scenery and details Knowing me I'll probably extend the Montauk branch to Babylon eventually. Or at least past where it is now After all of that is done and I have the signals in place what exactly do I have to do to get everything to work and get incorporated with the rest of the Long Island RR I have been reading forums and watching all your tutorials but I just want to make sure I get this right because this is taking Forever
Place them and program them like this guide shows you. Then do some testing and adjust as necessary. If you have a specific question, just ask.
I got the signals down, it's all the other stuff. Do I leave the existing portals that were at the end of the 2 branches I extended ? Do I just create a quick drive scenario and that's it. Also having trouble with the speed signs. No matter what they are bi directional and at 79 MPH. Did I screw up and not program the track when putting it down ?
Yeah I know that but no matter what I do every signal is on a stop aspect. So I need a scenario or quick drive set up to test them. I've watched your YouTube videos and it insane how you tested them. But is there something on the back end I need to do first ?
I will thank you. The problem It may be correct but I'm just used to how I've seen it all my life. This is the interlocking I'm having the issues with This is the real life schematic A train traveling east on track 2 Should have a slow approach at LEAD 2E and and LEAD BW when the tracks are aligned and the block is clear with the bridge down. It normally looks like this / / I'm getting a stop or _ .
Attached is what I'm trying to get. The first signal LEAD 2E to slow approach. I got the 2nd signal correct now LEAD BE Attached is what I'm getting That's all I can get on the 1st signal not sure what I'm doing wrong
That is going to be tough since I didn't program the signal logic with Long Beach in mind. What you can try to do is place a few hidden dwarf signals underground just east of Lead. This might allow the home signal to display Approach Slow. Test with and without a link speed.
The other problem is I've watched your YouTube video on how you did the signals at south station in Boston and I can't see where you put the arrowa with the underground track
Yes worked out perfectly with the underground dwarf. Sorry I'm new to all of this and just started. Bought train sim world 4 and got aggravated and bored that they barely release longer routes found this game. Learned you can edit and create routes , was just going to do the long beach branch but now I'm halfway to Babylon . May need help and advise in the future. Thank God for your YouTube videos
I did the entire ronkonkoma and Babylon branches, far Rock, long beach and west Hempstead as well as grand Central. So at this point the extended route doesn't mean much to me
