(nec: Ny) Signal Tutorials

Discussion in 'Creators Club' started by cActUsjUiCe, Mar 26, 2018.

  1. cActUsjUiCe

    cActUsjUiCe Developer

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    There is no official guide on how signals work in NEC: New York for mainline operations, so I decided to whip one up. One of the major hurdles in understanding the signals here is that there is a huge variety of signal types. It would be a lot easier if there were only one type! Here are all the signal types you have to learn how to read (click the link to see an image):

    1. Color Position Light
    2. Triangular color Light (Tri-light)
    3. PRR Dwarf
    4. PRR New York Penn (used in the tunnels and in Penn Station)
    5. Pedestal-style Position Light (Domino)
    6. Metro-North interlocking

    In real life there are other signal types, with regular position light signals being the most common. But for simulation purposes we will only worry about the ones above.

    BASIC TERMINOLOGY
    Before you can interpret the aspect of a signal, you need to understand some basic terminology.

    Normal Speed.
    Normal speed is the maximum authorized speed.
    Cab Speed. Cab speed is the speed limit displayed in the cab. This speed can vary depending on the situation, so just follow the number displayed.
    Limited Speed. Limited speed is 45MPH.
    Medium Speed. Medium speed is 30MPH.
    Slow Speed. Slow speed is 15MPH.
    Restricted Speed. Restricted speed is 20MPH outside of interlocking limits and 15MPH within interlocking limits.

    SIGNAL BLOCKS

    The tracks are split into sections called "blocks". There will always be a signal at the entrance to each block. The signal indicates the current condition of the block. The engineer controls the train differently depending on what the signal displays.

    Here is an example of fixed signals at a block point. The signals facing the photographer govern movements through the signal block in the distance. The signals facing away from the photographer govern movements through the signal block to the right (which is mostly out of view).

    [​IMG]

    In NORAC Rule #562 territory, blocks can be separated by cab signals with no fixed wayside signals present. If you pictured the above photo with no fixed wayside signals present, that's what it looks like. But here is an example of one anyway. This is the curve just west of the west portals of the North River Tunnels in Bergen, New Jersey. Notice the track circuits in the gauge? Those are impedance bonds. Their function is to prevent signal current from passing the bond. When the train crosses the bond, the signal current on the opposite side of the bond may be different. The cab signals get updated as a result. Notice how there are no fixed wayside signals here. The movements through this block are governed solely by cab signals.
    [​IMG]

    INTERLOCKINGS
    There are places along the right-of-way where trains can switch tracks. These locations are called "interlockings". At each end of the interlocking are sets of signals called "home signals". These signals govern movements through the interlocking. Here are the home signals at the east limits of Bergen interlocking.

    [​IMG]
    The home signal for this train through Bergen interlocking is CLEAR. The explanation of that aspect is explained below. This train will not be switching tracks and will be allowed to proceed through the interlocking at track speed.

    Interlockings also have signals before them that warn of the conditions of the interlocking. These signals are called "distant signals". In some cases where interlockings are very close together, the home signals of one interlocking may function as the distant signal of another up ahead. This is the case when it comes to F and Harold interlockings in Long Island City. The home signal of F interlocking indicates how the train should approach Harold interlocking. Here are a couple photos of that.

    [​IMG]
    Take a look at the top photo. Approach Limited is displayed at F interlocking (signal on right, the signal this train will follow).

    Now look at the bottom photo. Limited Clear is displayed at Harold interlocking. Proceed through the interlocking at 45MPH.

    SIGNAL ASPECTS
    Now that you understand the terms that will be used in the signal definitions, I’ll move onto the signal aspects that you’ll see in NEC: New York and their associated definitions.

    Clear
    Proceed not exceeding Normal Speed.

    [​IMG]

    Clear is the best signal you can receive. It tells you to simply operate the train at the maximum authorized speed.

    Cab Speed
    Proceed in accordance with cab signal indication. Reduce speed to not exceeding 60 MPH if Cab Speed cab signal is displayed without a signal speed, or if cab signals are not operative.

    [​IMG]

    Cab speed instructs the engineer to operate according to the speed displayed in the cab. In the case of the ACS-64, this speed will be displayed in the “Maximum Authorized Speed” section of the Aspect Display Unit when you have ATC and ACSES enabled. If you are exceeding the cab speed when passing this signal, put the brakes into Suppression, acknowledge the signal, and release the brakes once you hit the cab speed. Maintain this speed.

    If the cab signal system is not operative, the "C" light on the left side of the signal may be illuminated. This indicates that the route is Clear to the next interlocking.

    Approach Limited
    Proceed approaching the next signal at Limited Speed.

    [​IMG]

    Approach Limited means to proceed approaching the next signal at 45MPH. If you are exceeding 45MPH when passing this signal, put the brakes into Suppression, acknowledge the signal, and release the brakes once you hit 45MPH. Do not exceed 45MPH as you approach the next signal.

    Limited Clear
    Proceed at Limited Speed until entire train clears all interlocking or spring switches, then proceed at Normal Speed. In Cab Signal System territory with fixed automatic block signals, trains not equipped with operative cab signals must approach the next signal at Limited Speed.
    [​IMG]

    This signal usually comes after an Approach Limited signal and will only appear at interlockings. Do not exceed 45MPH through the entire interlocking. When the train has cleared the interlocking, Normal Speed applies. If your cab signals are not operating, you must approach the next signal at 45MPH.

    Approach Medium
    Proceed approaching the next signal at Medium Speed.

    [​IMG]

    Approach Medium means to proceed approaching the next signal at 30MPH. Although this signal states “medium” speed, the signal speed in the cab for this particular aspect will show 45MPH. Trains passing an Approach Medium signal are allowed to go 45MPH but MUST slow to 30MPH before passing the next signal. ACSES will ensure the train is slowed to 30MPH before the next signal. If you are exceeding 45MPH when passing this signal, put the brakes into Suppression, acknowledge the signal, and release the brakes once you hit 45MPH. Maintain 45MPH if you like, but ensure you are going no more than 30MPH before passing the next signal.

    Medium Clear
    Proceed at Medium Speed until entire train clears all interlocking or spring switches, then proceed at Normal Speed. In Cab Signal System territory with fixed automatic block signals, trains not equipped with operative cab signals must approach the next signal at Medium Speed.

    [​IMG]

    This signal usually comes after an Approach Medium signal and will only appear at interlockings. Do not exceed 30MPH through the entire interlocking. When the train has cleared the interlocking, Normal Speed applies. If your cab signals are not operating, you must approach the next signal at 30MPH.

    Advance Approach
    Proceed prepared to stop at the second signal. Trains exceeding Limited Speed must begin reduction to Limited Speed as soon as engine passes the Advance Approach signal.

    [​IMG]

    Advance Approach warns the engineer to be prepared to stop at the second signal. Not the NEXT signal, but the signal after that. If you are exceeding 45MPH when passing this signal, put the brakes into Suppression, acknowledge the signal, and release the brakes once you hit 45MPH. Do not exceed 45MPH as you approach the next signal. Keep in mind that you are being progressed to a stop.

    Approach Slow
    Proceed approaching the next signal at Slow Speed. Trains exceeding Medium Speed must begin reduction to Medium Speed as soon as the engine passes the Approach Slow signal.

    [​IMG]

    Approach Slow means to proceed approaching the next signal at 15MPH. Although this signal states “slow” speed, the signal speed in the cab for this particular aspect will show 30MPH. Trains passing an Approach Slow signal are allowed to go 30MPH but MUST slow to 15MPH before passing the next signal. ACSES will ensure the train is slowed to 15MPH before the next signal. If you are exceeding 30MPH when passing this signal, put the brakes into Suppression, acknowledge the signal, and release the brakes once you hit 30MPH. Maintain 30MPH if you like, but ensure you are going no more than 15MPH before passing the next signal.

    Approach
    Proceed prepared to stop at the next signal. Trains exceeding Medium Speed must begin reduction to Medium Speed as soon as the engine passes the Approach signal.

    [​IMG]
    Approach means to be prepared to stop at the next signal. You should never assume you are going to get anything more favorable than a Stop signal next. If you are exceeding 30MPH when passing this signal, put the brakes into Suppression, acknowledge the signal, and release the brakes once you hit 30MPH.


    Medium Approach

    Proceed prepared to stop at the next signal. Trains exceeding Medium Speed must begin reduction to Medium Speed as soon as the Medium Approach signal is clearly visible.

    [​IMG]
    Medium Approach means the same thing as Approach, but it’s used when switching tracks. Approach is for straight movements. You should never assume you are going to get anything more favorable than a Stop signal next. If you are exceeding 30MPH when you clearly see the signal, put the brakes into Suppression, acknowledge the signal, and release the brakes once you hit 30MPH.

    Slow Clear
    Proceed at Slow Speed until entire train clears all interlocking or spring switches, then proceed at Normal Speed. In Cab Signal System territory with fixed automatic block signals, trains not equipped with operative cab signals must approach the next signal at Medium Speed once they have left interlocking limits.

    [​IMG]
    This signal usually comes after an Approach Slow signal and will only appear at interlockings. Do not exceed 15MPH through the entire interlocking. When the train has cleared the interlocking, Normal Speed applies. If your cab signals are not operating, you must approach the next signal at 30MPH and cannot start accelerating until you have left interlocking limits.


    Slow Approach

    Proceed prepared to stop at next signal. Slow Speed applies until entire train clears all interlocking or spring switches, then Medium Speed applies.

    [​IMG]

    Slow Approach means to proceed prepared to stop at the next signal. You should never assume you are going to get anything more favorable than a Stop signal next. You will have already slowed to 15MPH before receiving this signal. It is meant to be given when switching tracks in Slow speed areas and the next signal is a Stop signal. Do not exceed 15MPH through the entire interlocking, then 30MPH applies afterward.

    Restricting
    Proceed at Restricted Speed until the entire train has cleared all interlocking and spring switches (if signal is an interlocking or controlled point signal) and the leading wheels have:

    1. Passed a more favorable fixed signal,
    or
    2. Entered non-signaled Form D Control System territory. In Cab Signal System territory, trains with operative cab signals must not increase speed until the train has run one train length or 500 feet (whichever distance is greater) past a location where a more favorable cab signal was received.

    [​IMG]

    This signal has a lot of information associated with it. Movements at Restricted speed are governed by NORAC Rule #80. Here is Rule #80 in its entirety.

    Movements made at Restricted Speed must apply the following three requirements as the method of operation:
    1. Control the movement to permit stopping within one half the range of vision short of:
    a. Other trains or railroad equipment occupying or fouling the track,
    b. Obstructions,
    c. Switches not properly lined for movement,
    d. Derails set in the derailing position,
    e. Any signal requiring a stop.
    AND
    2. Look out for broken rail and misaligned track.
    AND
    3. Do not exceed 20 MPH outside interlocking limits and 15 MPH within interlocking limits. This restriction applies to the entire movement, unless otherwise specified in the rule or instruction that requires Restricted Speed.


    When it comes to the game, be sure to abide by 20MPH outside of interlocking limits and 15MPH within interlocking limits. Restricting can happen within interlocking limits or outside of interlocking limits. If you pass a more favorable fixed signal, you can only start accelerating when the entire train has cleared the interlocking. If your cab signals upgrade to a more favorable aspect, you must move one train length or 500 feet (whichever distance is greater) before accelerating.

    Stop and Proceed
    Stop, then proceed at Restricted Speed until the entire train has cleared all interlocking and spring switches (if signal is an interlocking or controlled point signal) and the leading wheels have:

    1. Passed a more favorable fixed signal,
    or
    2. Entered non-signaled Form D Control System territory. In Cab Signal System territory, trains with operative cab signals must not increase their speed until they have run one train length or 500 feet (whichever distance is greater) past a location where a more favorable cab signal was received.

    Where identified by special instruction, or where a letter G (grade marker) or a letter R (restricting marker) is
    displayed in addition to a number plate as part of these aspects, freight trains may observe the signal as though Restricting, Rule 290, were displayed.

    [​IMG]
    Stop and proceed requires that the entire train be brought to a complete stop. Once stopped, the train can continue at Restricted speed (refer to Restricting for the details).

    When a block signal displaying Stop is accompanied by a number plate (the rectangles under some of the signals in the image above), it is treated as Stop and Proceed. There are numerous instances in the route where number plates should be on block signals, but the number plates were never added.

    Stop
    Stop.

    [​IMG]
    Stop and stay stopped until a more favorable aspect has been received. NORAC Rule #241 applies if the dispatcher gives you permission to pass the stop signal, but we won't get into that.

    PRACTICAL EXAMPLES
    So now for some examples.

    SWITCHING TRACKS
    Here is a hypothetical scenario for switching tracks. You are traveling west to Newark Airport in an ACS-64 on No. 3 track. You just cleared the Portal bridge and are accelerating to Normal Speed (90MPH). At Hudson interlocking, the track is aligned for you to switch to No. 2 track. What should the signals display between your position and Hudson so you will be going the proper speed to switch tracks?

    In order to safely navigate the Limited speed switches at Hudson interlocking, you need to be slowed down to Limited speed before Hudson. At Swift interlocking, you would get an Approach Limited signal. You pass that signal, slow to 45MPH and then the signal at Hudson would display Limited Clear. Maintain 45MPH through the entire interlocking. The signal progression brought you safely from 90MPH to 45MPH in order to switch tracks.

    APPROACHING A STOP SIGNAL
    Here is a hypothetical scenario for approaching a stop signal. You are traveling east to New Rochelle in an ACS-64 on No. 2 track. You just passed Pelham Bay bridge and are accelerating to Normal Speed (100MPH). At CP 216, a Metro-North train is on No. 4 track and will be stopping at New Rochelle. Due to this, a Stop signal is displayed for you at CP 216. What should the signals display between your position and CP 216 so you will be able to stop?

    The actual signal progression may vary, but I would assume the train would pass Advance Approach at the distant signals for Manor interlocking. This implies that the second signal (the one at CP 216) is a Stop signal. The train would have to slow to 45MPH after passing the Advance Approach signal.

    Tthe home signal at Manor would display Approach. This implies that the next signal is a Stop signal. The train would have to slow to 30MPH. Then the train would have to stop before the Stop signal at CP 216.

    Understand? If not, let me know and I can provide more practical examples.

    CAB SIGNAL SYSTEM
    So now that you know how to read, interpret and properly react to fixed wayside signals, how does the Cab Signal System work?

    Whenever you pass a fixed signal, the cab signal is also updated. The aspect that is displayed in the cab may or may not be the same as the fixed signal you just passed. NORAC Rule #552, “Conformity between Cab Signals and Fixed Signals” shows which cab signal aspects “conform” to fixed signals.

    [​IMG]

    Here’s how you read the table. If the fixed signal you passed is a Clear, the cab signal should also show Clear. If the fixed signal you passed is Approach Limited, the cab could display either Approach Limited or Approach Medium.

    If the cab signal conforms to the fixed signal at the entrance of a block, then the fixed signal applies.

    If block conditions change when you are in between fixed signals, the cab signals may change. If the cab signal changes between fixed signals, the cab signal will govern. So if you passed an Approach Limited signal and then a minute later the cab signals upgrade to Clear, the cab signal governs.

    OTHER PERTINENT RULES
    NORAC RULE #243: Next Governing Signal
    Trains may operate according to the indication of the next fixed signal governing the movement when the following conditions have been met:

    1. The next governing signal can be plainly seen,
    AND
    2. The train is not required by rule or the previous signal indication to operate at Restricted Speed.

    If governed by a signal displaying Limited Clear, Medium Clear, Medium Approach, Slow Clear, or Slow Approach, speed must not be increased until the entire train is clear of all interlocking or spring switches.

    A practical example of this is you previously passed an Approach signal and now see an Approach Limited in the distance. Once you can plainly see the Approach Limited signal, you can increase your speed to conform with that signal.

    NORAC RULE #244: Signal Requiring Stop
    A train approaching a fixed signal requiring a stop must stop before any part of the movement passes the signal.

    OTHER RESOURCES
     
    Last edited: Mar 26, 2018
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  2. NorthRail1

    NorthRail1 Well-Known Member

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    A very good guide to signalling on NEC: New York, something which DTG has not provided despite creating signalling guides for both CSX Heavy Haul and Great Western Express. Thank you for taking the time to compile this information.
     
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  3. cActUsjUiCe

    cActUsjUiCe Developer

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    No problem at all. Please be sure to ask questions if you have them!
     
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  4. Sintbert

    Sintbert Well-Known Member

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    Thanks a lot! I would have expected that or something slightly simpler in the official manual...
     
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  5. LastTrainToClarksville

    LastTrainToClarksville Well-Known Member

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    Thanks for the signals information, cActUsjUiCe. I do have a question, however: when you refer to "speed limits displayed in cab", do you mean those shown on the ACSES panel of the ACS-64, or do they show someplace else as well; and what about the GP28-2? Are speed limits displayed in its cab and, if so, where?
     
  6. cActUsjUiCe

    cActUsjUiCe Developer

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    On the ADU in the "Maximum Authorized Speed" section.
     
  7. scotteffone

    scotteffone New Member

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    Thank you for this guide. You know your stuff that’s for sure. One thing though, are those multiple signals indicating the same conditions (like for clear you can have 3 yellow or; two green or; 1 green and 2 red or; 1 green and 1 red)? If so, why! That is so confusing to me...

    It seems like having a traffic light where green means go but so does red and green if both lit!
     
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  8. cActUsjUiCe

    cActUsjUiCe Developer

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    There is not one uniform signal type. There are many varieties. They each display the same signal in a different manner. You have to learn all the different visual representations of each signal. Luckily there is a pattern to most of them.
     
  9. Sintbert

    Sintbert Well-Known Member

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    I picket up two simple rules for most american signals:
    • If it's not all red, it's not red at all (Every other aspect you can pass, it sets a speed and tells you what to expect.)
    • Speed limits set by signals tell you at what speed to approach the next signal or switches, you only start breaking to those limits once your loco passes the signal.
     
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  10. Juan Manuel Luengo

    Juan Manuel Luengo Active Member

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    Thank you for this guide and explanation. Is curious and complex the NEC’s system signalization.
     
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