Wow, this is an older thread, isn't it?Oh, well, since I'm here anyways...
At my club, we have two working signals (so far). Eventually, we will have a real, working system, but right now we just have two temporary signals.
Our situation is that we have one 60' length of single track that needs to operate trains in both directions (in a gallery with a tunnel). I placed a signal at each end and wired each one to it's own DCC mobile decoder as we're a DCC layout (decoders are a Digitrax DH123's). The mobile decoders are then wired into the track bus.
Both signals are wired to the headlight functions, but in the opposite fashion. So if the west signal's green indiction is wired to the forward function and red to the rear, the east signal's green indication is wired to the rear function and the green to the front. Both decoders are programmed to the same address (in our case, the two switch numbers make up the address number: switch 53 and switch 02 = DCC address #5302).When I'm in the tower, I plug in my throttle, select address 5302 and turn on the headlight function by hitting "0". Because the signals are wired in opposite directions, one signal will always be red and the opposite one will always be green. It's not possible for boths signals to be green.
This allows traffic in one direction only through our long single track mainline.
Hi, a bit late timewise for a comment but here it goes. Low cost signal control is possible using block occupancy detectors (CT Coils @ $2 ea), signals and an Arduino. Robin Simonds stuff (http://www.thenscaler.com/) has done much on this and is a good basis for going forward - cheaply.
gregc ATLANTIC CENTRAL Yes, it just regulates movement based on occupancy and turnout position. How does your question relate to your quote from the OP? it's more than just for show. It allows you to check that turnouts are aligned (trailing point) before proceeding which is something we suffer from while operating on a new layout we're not that familiar with. And that the block is clear if there's crowded complicated trackwork. i thought ABS confirms that permited movements are safe. They might not be because another train is not cleared a block in time or has proceded when it doesn't have permission.
ATLANTIC CENTRAL Yes, it just regulates movement based on occupancy and turnout position. How does your question relate to your quote from the OP?
How does your question relate to your quote from the OP?
it's more than just for show. It allows you to check that turnouts are aligned (trailing point) before proceeding which is something we suffer from while operating on a new layout we're not that familiar with. And that the block is clear if there's crowded complicated trackwork.
i thought ABS confirms that permited movements are safe. They might not be because another train is not cleared a block in time or has proceded when it doesn't have permission.
OK, now I understand what you were getting at. But not everyone above hastheir signals linked to detector or turnouts. Truely modeling any prototype system is difficult as Dave H explained earlier.
Our layouts are simply not big enough for all the aspects to have a purpose, are distances are too short.
Some people extract some features, some choose other features. It depends on your goals, layout size and operational style/interest.
I chose all interlocking/absolute signals w/CTC because I like the busy CTC invironment and I model a double track mainline. Even with what will be a nearly 400' long mainline run, I don't have enough distance between interlocking points to justify intermediate blocks or ABS functions.
My typical train is 15' to 20' long, my typical mainline block is between 40' and 60' long. Typical interlocking sections are 3' to 6' long.
Sheldon
ATLANTIC CENTRALYes, it just regulates movement based on occupancy and turnout position. How does your question relate to your quote from the OP?
greg - Philadelphia & Reading / Reading
gregc isn't ABS just for safety, not permission.
isn't ABS just for safety, not permission.
Well, it IS also about permission. In that there is a railroad specified rulebook which describes the actions permitted and denied when viewing signals.
A dispatcher may modify those rules in a strictly prescribed manner. Thus creating a new, specific and temporary rule.
Ed
gregc PED It sound like the "for show" group is most promanent but even there, many have set up their lights to "mean something to me" even if they are not trying to replicate a prototypical signal light. isn't ABS just for safety, not permission. That turnout is aligned and that the next block is clear
PED It sound like the "for show" group is most promanent but even there, many have set up their lights to "mean something to me" even if they are not trying to replicate a prototypical signal light.
isn't ABS just for safety, not permission. That turnout is aligned and that the next block is clear
Yes, it just regulates movement based on occupancy and turnout position.
I also use Tomar Industries signals exclusively on my layout. This link is similar to the link provided by Mike, but it will take you right to the signal section of Tomar's product line.
https://tomarindustries.com/signals.htm
Rich
Alton Junction
My "manual block" system is not connected at all to the DCC. I control each signal with rotary switches, all powered with an MRC 1400 that used to run part of my former DC layout.
All of my signals are from Tomar Industries.
https://tomarindustries.com/index.html
Mike.
My You Tube
PEDIt sound like the "for show" group is most promanent but even there, many have set up their lights to "mean something to me" even if they are not trying to replicate a prototypical signal light.
As the OP, I am impressed by the wide varity of how signal lights are used on different layouts. It sound like the "for show" group is most promanent but even there, many have set up their lights to "mean something to me" even if they are not trying to replicate a prototypical signal light. Like a number of others here, I am a lone wolf operator and have no intention to try and set up a true protypical light setup. First,it is not really needed for my lone wolf style operations. Second, the cost and complexity exceeds my needs.
For my layout, I think a simple system that primarily reflects turnout position and what route is open ahead. I have no hidden areas and I can easily see the entire layout from anywhere in area. I think I can accomplish what I want with a two light mast. Bottom light would reflect the status of the next turnout and the top light would reflect the status of the following turnout. Probably only use lights on mainline (at least initially).
I have no idea what commercial products are the best (low cost and simple) for my situation. I am 100% Digitrax DCC N scale at this point. My Kato Unitrack layout is wired with a lot of gaps since I was not sure if I was going to do block detection or not. Layout is loaded to a JMRI panel so I think block detection would be straight forward if I decided to do that. Obviously I have a lot more research to do.
Thanks for all the great feedback.
Paul D
N scale Washita and Santa Fe RailroadSouthern Oklahoma circa late 70's
dehusmanTo set the 'hand brake' you would actually set the hand brake.
That would be a neat idea! Especially if you could get the ratchet sound with it when you wind 'em up.
Looking at the great stuff on that site makes me want to get back into Inch-and-a-half
Cheers, Ed
I have often thought a large scale brake wheel casting (like for a live steam rail car) would make a great "operating lever" for a hill holder.
To set the 'hand brake' you would actually set the hand brake.
http://www.precisionsteelcar.com/details_frght1.html
Dave H. Painted side goes up. My website : wnbranch.com
Lone Wolf and Santa FeThat is really cool!
Thanks Lone Wolf! I had the Logic-Rail fusee simulator sitting on a shelf for years. Picked it up at a train show for really cheap.
https://www.logicrailtech.com/
In practice, it is used to indicate when my "hill-holder" handbrakes are set (a pin that extends up to engage a car axle to hold cars on a grade while switching)
car_stop2 by Edmund, on Flickr
car_stop1 by Edmund, on Flickr
A: control wire from Humpyard lever.
B: holding pin in brass sleeve through roadbed.
C: Microswitch to activate fusee.
D: Fusee Animator
E: wire to SMD LED
Fun and practical little project The fusee itself is a very short length of 30 ga. wire insulation butted against the 0406 LED.
car_stop by Edmund, on Flickr
Model Railroading IS fun... Ed
Sometimes signals are for show and sometimes operators actually need to observe them to prevent mishaps. I wish I had taken pictures at the time but my old layout (until about 1995) utilized Dr. Bruce Chubb's Computer Model Railroad Interface. I placed signals only where operators would be able to see them (maybe 2/3 of the blocks). To give complete protection I attached signal repeaters to each of the walk around throttles. I set up the CMRI code (in PROLOG) to output the next block status to the appropriate throttle repeater and illuminate either the red, green or yellow LED. I bet something like this could be done with DCC and a JMRI interface. Maybe a Bluetooth connection to the repeater.
gmpullman I have one place where I have a five-minute fusee burning. Trains have to stop until it burns out before proceeding. Probably the most rudimentary type of signal, other than torpedoes, which I'll leave alone for now. The fusee is on a one minute timer and toward the end it actually sputters out like a real fusee. car_stop3 by Edmund, on Flickr
I have one place where I have a five-minute fusee burning. Trains have to stop until it burns out before proceeding. Probably the most rudimentary type of signal, other than torpedoes, which I'll leave alone for now. The fusee is on a one minute timer and toward the end it actually sputters out like a real fusee.
car_stop3 by Edmund, on Flickr
That is really cool!
My signals are for show. They show where each block begins. I use a DC block system and usually wherever there is a turnout each fork is a new block. I use the old fashion Bachmann non-operational signals. One day I will upgrade them…. But for now they work for me.
I have a double-track layout in a small space, with a set of crossovers, wired for DC block operation. There are five blocks on each track, with the crossovers and approach tracks as two of the blocks (one for the eastbound track, one for the westbound track.) I have three signal bridges with bi-directional signals; the home signals for the crossovers are two arm, the others are one arm. The signals are US&S TP-5 'Rock Island' type that I found on Shapeways. I purchased signal bridges from Alkem Scale Models and Custom Signal Systems put them together with LEDs.
The blocks are controlled by Dallee Trak-DT detectors. The signals are wired for ABS operation. I used silver conductive paint and 600 ohm resistors to create wheelsets that are detected by this system. This functions like a charm: https://photos.app.goo.gl/z5AC4iX1oMQ2JAye9
The next phase is to build a CTC panel to control the crossovers and entrance/exit tracks from an adjacent yard. The switches and signals will be controlled such that lining a route through the crossovers will set the upper arms to red, and the appropriate lower arm to green, by wiring the signals through the detectors. It's too complex to explain, and it took me a while to figure it out. Here's a diagram: https://photos.app.goo.gl/x4bcRzGZyzWaX93S9
The signals, controls, and CTC are my favorite part of this hobby.
Well, I'm about to start a new layout, and like the last it will have working CTC signaling to control the movement of mainline trains.
It is simplified from actual prototype signals, but provides all the features needed to guide operators and look realistic.
It includes both detection and interlocking features and is controlled by a CTC dispatcher or by local tower operators.
This works because my layout is DC, and the signaling is intergrated into the cab control system.
It also includes working interlockings - that is, turnouts cannot be thrown once a train is inside the interlocking limits.
And, it also includes working ATC - Automatic Train Control - if a train runs a red signal, it simply goes into emergency stop.
What my system does not have is intermediate block signals, each mainline block goes from one interlocking to the next. No blocks are long enough to justify two trains between any interlocking points. So all signals are interlocking, or absolute, and indicate both occupancy and route.
My trains are long, typically 35 to 50 cars.
My system uses inductive detectors on the block feeders and a high frequency carrier signal to detect stopped trains.
All trains require lighted tail cars, resistance wheel sets are not practical with my detectors and would draw too much power for the size of my trains and the sensitivity of my detectors.
It also uses simple relay logic nearly identical to the logic used by prototype systems years ago.
The CTC panel in simplified, no multi step process. The dispatcher sets the route and assigns the primary block to the desired throttle, the rest happens automaticly.
Tower panels have redundant controls for their interlocking to allow walk around operation without a dispatcher.
Throttles are wireless radio.
There is lots of wire, but actually few parts, a detector for each block, which has built in relay contacts, a 4PDT relay for each turnout, and a custom relay logic board for each block for the cab selection system. And a lot of LED lighted push buttons - everything is momentary buttons, NO TOGGLE SWITCHES.
I also use a somewhat hybrid system. Signals consists of one, two, or there headed searchlight signal Masts. The top head is just for “show”. It is wired to a Rail Logic SA-1 board that utilizes photocells in the track to detect a train passing. Signal turns red, 10 seconds later yellow, 10 seconds later green. It “simulates” block occupancy. If you stop a train just beyond the photocell it will still turn green. The bottom signal of the mast (and middle if noting two turnouts) are wire to the Peco switch motors to indicate turnout position. This is the functional aspect of the system. Everything works well, except the Peco PL13 aux switches, as I have previously posted. Not to hard to figure out if I was able to!
The signals on my layout are definitely for show, but they are also fully functional and (more or less) prototypically accurate. They indicate occupancy and turnout status for the next two blocks.
I used Digitrax components and NJI three-over-three masts and two-light dwarfs. Control via PR-3 to laptop dispatcher panel running JMRI. Can function as ABS or CTC.
Not all signals have been installed. They are N-scale and are very delicate and go in after other landscaping and scenicking is complete in the immediate area. But all signals and the system in general have been tested, and I think things will function (more or less) as planned, with a reasonable amount of Mel's chaos tossed in just for fun.
Like Dave H: green generally means go, red generally means stop, combos generally mean slow down. More details in my layout thread.
Robert
LINK to SNSR Blog
I am in a group that uses signals for train operation. It is currently the ABS (occupancy detecting) type. There is also interlocking, meaning that switch position is also input into the signal displays.
I am expecting to build a "real" interlocking. It will be a main-line paired crossover.
I have found that, when the signal system is operating, I stop looking ahead for switch position and physical trains, and start looking at the signals. It works better.
I use signals to control two interlocking areas of the layout. They run when I have operating sessions. Interesting thing about the signals is they're controlled manually by the dispatcher. I use a rotary switch to change the aspects. In addition, I added a relay to each signal that's works in conjunction with the crossovers. Let's say you're on the mainline track 1 and the dispatcher forgot to set the crossover back to normal from track 2. The signal prior to the crossover will show a stop aspect, even if the dispatcher set the rotary switch to clear. The engineer of the train usually will let the dispatcher know he's waiting for a clear signal ((very loudly, I might add)also let's the dispatcher know he forgot to throw the switch back to normal).
This works well for me. I do have a set of signals protecting the north end of the yard controlled by the yardmaster if there's congestion at the yard.
For now, I am using the old NJ International PRR signals on the main part of the layout and color dwarfs in the yard area. These are the bulb type signals and I run them on 9V DC. As the bulbs blow, I'll replace them with the new NJ PRR signals. Oh, the relays to control and over ride the signal aspects? Atlas snap relays.
Neal
Dito to what Dave H. says. What signals I have would be manual block. I set the signals manually as to what direction the train is going, and to match the prototype signals I see on the CN mainline, close to my home. My layout is small, no automation.
I guess you could say they are for looks and function.
There are four general types of prototype signal systems: interlocking, manual block, automatic block and CTC. CTC and interlocking have similar signals and placement , automatic and manual block are different from CTC and interlocking in signals, placement and purpose and similar to each other in signals and purpose, but different in placement.
"Prototype" signals generally have long distances between signals. Most model railroads have a mile or two of main track, most main track signals are 10-20 miles between absolute signals. Prototype signals have specific speed requirements associated with them. A blinking yellow tends to mean 40 mph and a solid yellow tends to mean 30 mph. Model trains rarely have a speedometer.
Model railroaders tend to use signals more for model purposes while trying to display a signal that is reasonable to the situation. Generally green at the top means go, all red means stop and any other combination means slow down.
Turnout position for me. I find such signals useful to see at a glance how some turnouts are set, particularly when running at night in a dark room.
It takes an iron man to play with a toy iron horse.
After 30+ years of working on club or group layouts, I'm finally starting work on a couple of layouts that are truly my own, where I'll be calling the shots on all aspects of the layout.
Both layouts are designed for operation. The first one is a switching layout, and the second is the grand "lifetime layout." In each case, I want to keep things consistent, so if I put a signal somewhere, it will be because it serves a purpose and conveys information.
On the switching layout, the only signals will be at the north end of the industrial line, where it joins a signalled mainline. The switching jobs originate in a staging yard down the mainline leg, so I want to use the signals in a meaningful way, to indicate whether a train coming off of the industrial line can head out into mainline traffic to return to the yard. An old laptop is being set up to control the signals and simulate the flow of mainline traffic.
This is a less-expensive way of simulating the conflicting mainline traffic than actually modeling those other trains and having staging tracks for them at both ends of the bit of mainline. Since only a couple of feet of mainline will be visible, I'd rather simulate its traffic than model it.
The "lifetime layout", a couple years down the road, still, is being designed to support a number of guest operators running on a stretch of Class One mainline. To make things easier to understand and more fun for anyone coming over to play the "game" I'm designing, any feature on the layout has to serve some kind of purpose and not confuse things. It is important to me that all of the signals will have an easily explained and easily-understood purpose.
-Fritz Milhaupt, Publications Editor, Pere Marquette Historical Society, Inc.http://www.pmhistsoc.org
I have used operating signals on all my HO scale layouts.
.
NONE of these signals did what prototype railroads used signals for.
I use my signals to indicate polarity and switch position are set correctly for any hidden, or difficult to see, track ahead. This works well for me and prevents accidents.
-Kevin
Living the dream.
on larger layouts, where parts of the layout are not visible to operators, signals are essential for an engineer to know if turnouts are set appropriately by a dispatcher using CTC or if single track is occupied by an on coming train.
Yes, it would have to be relatively large layout such as the Pacific Southern or Tony Koester's NKP layout.
my understanding is the Koester Layout is deliberately designed so that operators can't see trains at the next siding and must rely on Time Tables & train orders.