At Ashland Steel* there was metal signs that read:
"Chessie System Locomotives Prohibited Beyond This Point."
and under that sign:
"DANGER!
"Remote Controlled Locomotives In Operation Beyond This Point."
"Call Ext XXXX(I long forgot the number) Before Switching Cars."
There was a plant phone inside a metal box that had 2 doors,one door was locked with a switch lock and the other door was locked with a master lock..
*Actually the name was ARMCO Steel but,the locals called it by its original name Ashland Steel.A fact I overlooked earlier
Larry
Conductor.
Summerset Ry.
"Stay Alert, Don't get hurt Safety First!"
Actually we get a div. clear into the plant ( weird I know) But like I said its not physically on the plants property. In the plant its a "mother may I " arrangement.Call the scale and get permission to move around.
Yes we are on time but this is yesterdays train
routerock:
Interesting sounding layout and geography there. Of course what you're describing just sounds like approach signals for the derails and control signals on the CTC part of the main railroad, not part of any signal system inside the steel mill. I would imagine that something leaving the main rr into the steel mill interchange tracks gets nothing better than restricting, and the track beyond the switch is not part of CTC.
Chris van der Heide
My Algoma Central Railway Modeling Blog
One on the way in at the switch. CTC rules apply in this area. The track between our main and the steel mill is best called no mans land I guess.The steel mill doesnt claim it and its engines cant go on it but we dont say its ours we call it theirs. Confused yet? lolThe signals are not PHYSICALLY on the steel mills property so I guess I can concede that fact.
To tell the story of why we have them might help.Two derails were placed on this line ( positive derails not floppers) after a Mr Toads Wild Ride down the hill. Seems we had a new crew that picked up two tracks worth of cars ( roughly 40 or so) and opened the angle **** to the train from the locomotive. Problem is the cars angle **** was closed still. No one checked and the engineer never wondered " Huh that didnt take long to pump up" also no fred so you see where this is going? Off and down the 2 percent they went and WHHEEEEEEEE HAAAAAAAA! how they didnt roll it at the bottom I will never know.But the story goes it ran from The switch to the next town.Now we have the derails and signals and have to have positive communication with FRED before leaving.We also have one crew member that quit,one that is a trainmaster and one that REFUSES to move that train till the signals are green and freddy reads over 85 on the rear.
dehusman Coming out, yes. How many block signals do you have going INTO the steel mill and inside the steel mill (where they are actually block signals that indicate occupancy and you operate under ABS rules)?
Coming out, yes. How many block signals do you have going INTO the steel mill and inside the steel mill (where they are actually block signals that indicate occupancy and you operate under ABS rules)?
I never saw one coming out either because we never left the main while we switch their inbound/outbound track even if there was a switch lead..Don't forget we're not talking 4-5 cars..We may shove 80-100 cars of coal into their inbound track and may pick up just as many empties off their outbound track..
BTW..Our caboose would be sitting on the main while we switch out cars and pump the air in the pickups.
Dave H. Painted side goes up. My website : wnbranch.com
route_rock We have two signals coming out of a steel mill. Once the derails are lined up by the DS its signal indication down the hill.So never say never .
We have two signals coming out of a steel mill. Once the derails are lined up by the DS its signal indication down the hill.So never say never .
Cool!
In my 9 1/2 years as a brakeman I never saw one not even at Ashland Steel..
dehusman wjstix Keep in mind an "industry" like a grain elevator complex, brewery, steel mill etc. may have many miles of track, and it's own engines to move cars around...and be a mile or two from the mainline It essentially could be like a branchline in and of itself. I wasn't referring to a 200' long industry spur track where you would set out a boxcar now and then. Either way, they aren't going to have a block signal system in place. No block system, nothing better than restricting (or its equivalent).
wjstix Keep in mind an "industry" like a grain elevator complex, brewery, steel mill etc. may have many miles of track, and it's own engines to move cars around...and be a mile or two from the mainline It essentially could be like a branchline in and of itself. I wasn't referring to a 200' long industry spur track where you would set out a boxcar now and then.
Keep in mind an "industry" like a grain elevator complex, brewery, steel mill etc. may have many miles of track, and it's own engines to move cars around...and be a mile or two from the mainline It essentially could be like a branchline in and of itself.
I wasn't referring to a 200' long industry spur track where you would set out a boxcar now and then.
Either way, they aren't going to have a block signal system in place. No block system, nothing better than restricting (or its equivalent).
As a brakeman I never seen a block signal at any large industry that had their own locomotive simply because we did not operate on their track nor was we authorized to do so...
We drop and picked up cars on their inbound/outbound track..It as simple as that.
Pretty much any bright white (bluish) LED is lunar color.
So who, if anyone, makes a decent model of a set of H0 lunar lights please?
cv_acr Specific rules for your specific railroad are definately required here. Otherwise we'll all be arguing about signal indications using 3 different rule sets. Again.
Specific rules for your specific railroad are definately required here. Otherwise we'll all be arguing about signal indications using 3 different rule sets. Again.
You are absolutely correct.
dehusmanAn industry won't have a block signal system in place. So the proper signal into any unsignaled dark trackage is red over lunar, not green, not yellow.
Definately not red over green, but on all Canadian roads, and in the C&O rules that Brakie posted, a Restricting is Red over Yellow. There aren't any lunars in those rules. So going into dark trackage it would indeed be Red over Yellow.
When I went to work on the Chessie(C&O) here's the signals and rules I had to learn and understand.
Be sure to click on the box to get the rules.
http://www.railroadsignals.us/rulebooks/co69/co69.htm
Here's PRRs.Same applied I had to understand each signal and the rule govern it.
http://www.spikesys.com/Trains/Signals/prr.html
tomikawaTT The two lamp head would almost always be yellow over red, since the diverging curve would require restricted speed. One head or the other will always display red, since only one route will be clear at any given time.
The two lamp head would almost always be yellow over red, since the diverging curve would require restricted speed.
One head or the other will always display red, since only one route will be clear at any given time.
Not necessarily. Restricted speed is what you'd be doing going into an occupied or unsignalled track. Depending on the design speed of the switch(es), if the track beyond is signalled you'd get either a Slow or Medium speed indication through the switches. (Or maybe even Limited depending on the situation.)
And some indications do have multiple colours on them depending on the speed at the next signal. (eg. Approach Slow (yellow over yellow)
wjstix Red-over-green would mean you're set to go onto a branchline or other secondary trackage, like say a large industry or maybe an interchange. Since the lower head only has two indications, you might see yellow used instead of green, if there isn't two blocks worth of track on the branch or whatever. This would make clear that you would have to reduce speed going into the secondary trackage.
Red-over-green would mean you're set to go onto a branchline or other secondary trackage, like say a large industry or maybe an interchange. Since the lower head only has two indications, you might see yellow used instead of green, if there isn't two blocks worth of track on the branch or whatever. This would make clear that you would have to reduce speed going into the secondary trackage.
Red over green means that you have at least 2 clear signal blocks in front of the train.
If you are going into an industry track and you get a red over green its an absolute stop because its a signal failure.
An industry won't have a block signal system in place. So the proper signal into any unsignaled dark trackage is red over lunar, not green, not yellow.
If you are going into a siding or branch on a red over something other than lunar the siding or branch has to have block signals on it, the tracks have to be bonded and have detection circuits. If the branch or siding is unbonded or dark, then the best you will get is a red over lunar (or other indication that drops you to restricted speed).
As noted, the most common would be at a turnout (possibly as part of an interlocking) where green-over-red would indicate that you're set to continue on the mainline, and that the next two blocks are clear. Yellow-over-red would mean you're set for the mainline, and the next block is clear but the next block is occupied, so you need to slow sufficiently to be able to stop at the next block signal.
Red-over-red would be an absolute stop.
Assuming that you mean a two head signal with the top able to display 3 colors and the bottom head able to display two colors, I see two probable locations. One would be would be a controlled switch where the diverging route went into an unsignalled (dark) track, such as a non bonded siding, dark branch, or a yard and the other would be an intermdeiate signal in advance of a signal controlling movement over a diverging route.
The colors on the top would be red-yellow-green.
If the signal is at a switch, the only two colors that make sense on the bottom would be lunar (white) and red. If the track beyond was signaled you would pretty much need a 3 over 3.
If the signal is an intermediate signal (between siding switches on the main track) then the bottom two colors would be red-yellow so the signal could display some advance form of approach to a siding switch or junction with a diverging route.
If your railroad uses route signaling, the three over two would usually be found in advance of a facing point turnout. The three lamp head would govern movement through the straight route, which might be made at track speed (green,) reduced speed, usually 15-20 mph (yellow) or stop (red) if the block is fouled or the points are set for the diverging route. The two lamp head would almost always be yellow over red, since the diverging curve would require restricted speed.
Chuck (Modeling Central Japan in September, 1964)
Hi,I want to place a 3 over 2 signal on my layout.
Does anyone knows,whre the right location is?
On mainline,or crossing with branchline-I haven´t found an answer...