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The problem with aspects is that when explaining them you have to generalize - practice does vary throughout the country. In the eastern US, the focus is on speed-signaling: the engineer is told what =speed= to go. In much of the midwest (and all of the west), the focus is on route-signaling: the engineer is told if he will be taking the main or diverging route, but must refer to trackside signs or the special instructions for the exact speed through the turnout. And to cabforward1: I know that under NORAC rules, a flashing green (on the top or only head) means Cab Speed. I forget the exact definition but I believe it informs the engineer he's entering cab signaled territory, and instructs trains not equipped with cab signals to proceed on fixed signal indication. (Also under NORAC rules, a flashing green on the middle head of a three-head signal means Proceed at Limited Speed - an example of speed signaling - where Limited Speed is defined as 45 MPH, I believe.) Of course, the T&P didn't operate under current NORAC rules so I could be very wrong! I remember I was in the same situation, actually - on an Amtrak train from Chicago to Boston, I saw flashing green as we passed an opposing signal. I think we were in NORAC territory, though... some insight here would be really interesting!
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