I saw the tip in TSW5 that if next light is yellow then that means you must slow down because the next light is going to be red and you must stop in front of that. While they say that, that is not always true. This is on Berninalinie playing the scenario Scenic Views. And here is an odd one on the same scenario where the next light is green and the light after it shows up as red. While these screen shots where taken in TSW4: #1 What the heck is up with these different situations regardless of the same route AND OR scenario/service? Please and thank you
#2 Another question that I thought of: Why after the yellow light is there two green lights that shown that close together? Please and thank you
Breaking news: Different countries have different signalling systems I heard in Tuvalu a blue signal usually follows a pink one
I'm not using the signal interface. I think it adds more confusion. I prefer to rely on the actual signals. And although a yellow signal isn't always followed by a red signal, you should expect a red signal next. Reduce your speed enough to be able to stop at the next signal.
Yellow doesn't mean it will definitely be red, it means expect a red and react accordingly to allow time to stop – just in case the next signal remains red by the time you reach it. But if the traffic ahead has moved on before you reach that section of track, then the yellow was a false alarm because what was a red signal has now changed back to green.
For the UK routes at least the following applies in 4 aspect signalling: Red, means stop. Single yellow, means the next signal will be red. Double yellow, is a cautionary signal to slow down and prepare for the single yellow aspect. Green, means clear. A unique signal is the one present on ECML where you'll get a flashing green, which means you have a clear line to operate at full line speed... (I believe it was a unique and test aspect introduced for the proposed Class 91, 140mph top speed, but never implemented as it decided anything above 125mph needed in cab signalling. But it is exclusive to the ECML and is still present although it doesn't really serve any purpose. I stand to be corrected though if I am wrong in any aspect) (There are single and triple aspect signals in the UK, and I think the 3 aspect follows the same. Single aspect I know vague amounts about, not not conclusively what the rules are Vs the other aspects) The UK in future, and is very slowly, introducing ERTMS which is a variation of in cab signalling all of Europe is going over to. Consequently this means some lines will be able to finally operate at speeds proposed back in the 1980s/1990s I believe. But the rate at which it is being introduced is incredibly slow... As is any UK infrastructure project.
I just had such double signal too. I think that is the exit signal and the actual place where you have to stop. in austria the 'E' board in switzerland the '1'/'2' board in arosa it's something red (can't remember) For bernina: yellow is the signal, red is place to stop, i think they both appear as a signal in the hud
Rather than trying to predict what the upcoming signals are, take each signal at its face value. Single yellow, is a cautionary aspect and you should be slowing prepared to stop at the next signal. It doesn't mean you *will* need to stop at the next signal. Sometimes a signal might be put on a max-yellow (in old times this would be done with something called a Fixed Distant, which is a distant signal that is actually incapable of moving, so its permanently on caution) - and this would be done as a reminder for the driver to slow down perhaps for some reason on the track up ahead such as a blind speed restriction or curve for example. In the UK you also have approach-release. These are signals which hold to yellow or red for a time, and then release to whatever the track up ahead permits. Again, this is done to slow trains down and ensure that they are below a certain speed before they proceed - if they're going too fast, then they will run the red, spad, and be brought to a stop by the TSS TPWS grid. You can see this in action on the Birmingham Cross Country route - some signals you'll approach on a yellow, you'll slow down and approach them and then for no apparent reason they'll bump to a green. It's just a timer (if the track ahead were blocked, it'd be stuck on a red - obviously track occupation and path alignment override any timer behaviour on the section for safety reasons). Matt.
DTG Matt Getting approach control in the sim was awesome! Such a cool system. As far as the next signal HUD, I like to turn the color off and leave it a gray circle. That way I know where the next signal is, but I can't see what it's displaying until it's actually visible. I think this is most realistic because a driver will know where the signals are on a given route.
We definitely need a “tea and biscuits” splash screen for when that happens, Matt. Certainly so far as the UK is concerned, during the course of my railway career I was lucky to have several (official) cab rides. The one thing just about every driver passed on and actually did was on sighting a yellow signal, or distant at caution is getting the brakes firmly on and that speed down. As they remarked, you don’t get a second chance to stop at the red. Better a phone call from Delay Attribution to explain a loss in running, which would go down to the signal check anyway, than potentially demotion or the sack for a SPAD. Generally in TSW and depending on how much route knowledge I’ve built up, on passing a single yellow I get speed down to 30 MPH or less, a double yellow maybe 50 or 60. I do run with signal location shown on the HUD but deliberately leave the aspect off.
OldVern I use the same speed target for UK runs. What's interesting is that they're similar to the hard limits imposed by the safety systems in other countries. 85 kph imposed by PZB after a yellow signal translates 52 mph, which is roughly the same speed I shoot for when first seeing any sign of a progression to stop in Network Rail territory. Wheels on rails are wheels on rails, regardless of the location.
Interesting just playing a bit of SimSig (Swindon/Didcot), the game has Class 1 HST's reducing to 85 MPH passing a double yellow signal and 40 MPH at a single yellow. Personally I would regard that as a bit on the fast side.
Yeah, if playing UK routes I will tend to reduce speed so will reach approx 30 or 25 at single yellow and around 40 at double yellow.
Interesting but there is/are/was no other train(s) in front of mine before those two green lights in any direction. Sure in real life but in the game if one passes the first red (place to stop) it ends the training/service(or time table depending on ver of TSW)/scenario. There is a setting that does they? Not like I want to do that but how/where is that setting? If only on PC, please say so.. Please and thank you
It's in the settings menu under the HUD & Gameplay tab as 'Next Signal Aspect' and can be toggled on or off. The signal position will remain in the track monitor but instead of a colour, it is greyed out.
How about why the light shows up as green when the next light is red - what is up with that? Please and thank you
The purpose of many signal aspects is to give information on the aspect of upcoming signal! You are referring to UK practice here - a yellow signal does not mean "prepare to stop" in all signalling systems. This is why the loading screen message in question must go. It is severely confusing.
Do you mean on the HUD? It can happen when you have a shunt signal cleared to drive into a loop or siding which has a red at the end. But I agree, the HUD should not show green in this instance as it implies the next signal is showing proceed.
