Could someone please link me anything about Sherman Hill signalling? Or is that the same as Sand Patch Grade?
It is not. There is an excellent site for US signalling charts, that has been posted before: https://signals.jovet.net/rules/ Check the UPRR section. If you find a reliable source about how the trackside signals translate into cab signals, please let me know.
Thank you, this is exactly what I was looking for! This seems to solve all my US signalling problems.
On the subject of US signalling (sorry to hijack the thread) for Cal Train it appears it has 3 systems. 1. ABSOLUTE SIGNALS LOCATED AT END OF TRACK AT SAN FRANCISCO STATION (MP 0) POCKET, STATION MAIN TRACKS #1 THROUGH #12, AND THE SOUTH LIMIT OF CP 4TH STREET MP 0.38 2. SOUTH LIMIT CP 4TH STREET AND NORTHWARD BLOCK SIGNALS 431-1 AND 431-2. 3. SOUTHWARD BLOCK SIGNALS 433-1 AND 433-2 AND NORTH LIMIT CP LICK. I can work out where the first 2 change but I cant for the life of me see where Block 431 & 433 are and what happens at signals 432??
There is a signalling divide (speed signalling changing to route signalling) between Lawrence and Santa Clara. You will encounter a signal post with a sign telling you that you are passing from one regime into the other. Signals 432 are at the same location as 431, 432 being relevant for southbound, 431 relevant for northbound traffic.
I see that the signal chart does not mention slow speed, restricted speed etc...limits. So you know these by any chance?
UP (at least on the Sherman Hill track, according to the published chart) uses a route signalling system (not a speed signalling system), that doesn't – at least to my knowledge – use these categories (only Restricted Speed and "Sixty", "Fifty" and – on the "Diverging Limited" the Limited category what translates to 40 mph).
I copy this from the Peninsula Corridor manual (which oddly exists). What does this all mean then? Term Meaning Normal Speed Also known as the Maximum Authorized Speed (MAS). This relates to the normal operating line speed or the maximum possible speed for a given route. Cab Signal Relates to the indications that can be displayed on in-cab display equipment. Signal Speed Relates to the MAS that is implied by a specific signal aspect. Limited Speed Defines the MAS as 50 mph for passenger trains and 40 mph for freight trains. Medium Speed Defines the MAS as 35 mph for passenger trains and 25 mph for freight trains. Slow Speed Defines the MAS as 20 mph for passenger trains and 15 mph for freight trains. Reduced Slow Speed Defines the MAS as 15 mph for passenger trains and 5 mph for freight trains. Restricted Speed Defines the MAS as 20 mph for all trains. Interlocking Is an arrangement of signals that prevents conflicting movements through junctions or crossings. Typically, entrances to interlockings are protected by “Home Signals” which control movements through the interlocking. Block or Signal Block Relates to the gap between signals.
Yep. That is – imho – only applicable to the speed signalling part. In the route signalling part you can find specific instructions as to maximum speed (given in mph, not in categories like limited, medium or slow) in the indications for some signals (like approach, advance approach or diverging advance approach). The only speed categoriy existing there seems to be restricted speed (apart from normal and stop).
The manual for the TS version has a few pages on signalling- might be useful. You should be able to get it from the route's page in Steam.
They obviously are, I fully agree. That's why I would like to know how exactly they are supposed to be. And what is the regulatory background for it (from what I can read in the UP GCOR, section 9.1, probably some 'Special Instructions' that I do not have access to).
Some of GCOR 9.1 is railroad signal federal regulation, other is merely procedure. Google “49 CFR 236” for more info on the US federal signal regs.
Yeah, finally someone to discuss 49 CFR 236 with! Correct me if I am wrong, but to my knowledge the only requirements for (roadway = trackside) signalling according to federal regulations is this: As long as those basic requirements are met, every railroad company can create its own signalling system in their carrier rulebook or special instructions, right? With regard to translating roadway signals to cab signals, federal regulations require the following: As long as those basic requirements are met, every railroad company can create its own cab signalling system and define its appearance in their carrier rulebook or special instructions, right?
Lol. Correct, the CFR states the minimum for everything. Railroads can always be stricter or fill in the gaps where the regulations don’t specify. They can not be less restrictive with any part unless they request a waiver with the federal government which comes few and far between. There is nothing prohibiting making green mean stop and red mean go, so long as they put it in their own rules, yes that’s being dramatic. That said, railroads tend to try to follow the general industry norms and now that there are just a few big railroads left generally operating practices are similar between everyone.
This is what the section in the System Special Instructions looks like, including cab signal aspects. I did clean it up to be a lot better formatted and legible, though. I don't put cab signal aspects in my signal charts as those charts are aimed at railfans and hobbyists, who won't typically be needing them.
