Bad train pictures

[Nora]

QUOTE: Originally posted by wabash1

Nora and Joe

The signs you are seeing is for the type of signal. the "D" is for a distant approach it will never change even with a train going past it the signal will always be yellow. the other signal ( and this is a guess as i dont know the territory) but according to my time table it should be a sign stating it is a automatic "A" ( never seen one at ours) or "C" controlled interlocking.

The meaning for the distant approach is that you are approaching a positive signal and that at anytime this signal can be dropped so be prepared to stop . Now i KNow there are some that will say the rule says that before a signal can be taken away from the train the control station must cantact the crew to make sure they can stop before this signal. In anycase where you have a distant approach or a repeater signal if your speed goes below 25mph this does not apply if you drop below 25mph the train must appraoch next signal prepared to stop.

Wabash,

Thanks for the answer, but I'm not sure I entirely understand it. I do know that neither of the signals there are yellow all the time.

One (and I can't remember whether it's the one marked C or D) changes from yellow to red when a train is passing or has just passed it. The other one has been red every time I've seen it, but trains don't usually go in that direction on that track, so that may be why.

What exactly is an interlocking? I've heard the term lots, but not sure just what it refers to.

Sorry if I'm being obtuse. Signals seem pretty complicated!

--Nora

[Nora]

QUOTE: Originally posted by wabash1

Nora and Joe

The signs you are seeing is for the type of signal. the "D" is for a distant approach it will never change even with a train going past it the signal will always be yellow. the other signal ( and this is a guess as i dont know the territory) but according to my time table it should be a sign stating it is a automatic "A" ( never seen one at ours) or "C" controlled interlocking.

The meaning for the distant approach is that you are approaching a positive signal and that at anytime this signal can be dropped so be prepared to stop . Now i KNow there are some that will say the rule says that before a signal can be taken away from the train the control station must cantact the crew to make sure they can stop before this signal. In anycase where you have a distant approach or a repeater signal if your speed goes below 25mph this does not apply if you drop below 25mph the train must appraoch next signal prepared to stop.

Wabash,

Thanks for the answer, but I'm not sure I entirely understand it. I do know that neither of the signals there are yellow all the time.

One (and I can't remember whether it's the one marked C or D) changes from yellow to red when a train is passing or has just passed it. The other one has been red every time I've seen it, but trains don't usually go in that direction on that track, so that may be why.

What exactly is an interlocking? I've heard the term lots, but not sure just what it refers to.

Sorry if I'm being obtuse. Signals seem pretty complicated!

--Nora

[JoeKoh]

Nora
Your questions are fine.Keep asking them. It is normal for a signal to change to red once a train has entered the "block" (area controlled by the signal)as for interlocking its where two sections of track cross each other.if a train coming from toledo on csx wants to come west to chicago they have to line the switches in Deshler ohio.The railroad guys have to go into a building called a tower"hence interlocking tower" and line the switches.then the train can come down into the wye(switch) and go from the north south track to the east west track and head for chicago.it happens a lot with coal trains for detroit edison.
hope this helps
Joe

[JoeKoh]

Nora
Your questions are fine.Keep asking them. It is normal for a signal to change to red once a train has entered the "block" (area controlled by the signal)as for interlocking its where two sections of track cross each other.if a train coming from toledo on csx wants to come west to chicago they have to line the switches in Deshler ohio.The railroad guys have to go into a building called a tower"hence interlocking tower" and line the switches.then the train can come down into the wye(switch) and go from the north south track to the east west track and head for chicago.it happens a lot with coal trains for detroit edison.
hope this helps
Joe

[Nora]

QUOTE: Originally posted by JoeKoh

Nora
Your questions are fine.Keep asking them. It is normal for a signal to change to red once a train has entered the "block" (area controlled by the signal)as for interlocking its where two sections of track cross each other.if a train coming from toledo on csx wants to come west to chicago they have to line the switches in Deshler ohio.The railroad guys have to go into a building called a tower"hence interlocking tower" and line the switches.then the train can come down into the wye(switch) and go from the north south track to the east west track and head for chicago.it happens a lot with coal trains for detroit edison.
hope this helps
Joe

I know they normally change to red when a train passes, but wabash said "the "D" is for a distant approach it will never change even with a train going past it the signal will always be yellow" which definitely isn't true at that particular signal. Is an interlocking a switch, then, or a wye, or what? We do live right by a wye but there is no tower there.

--Nora

[Nora]

QUOTE: Originally posted by JoeKoh

Nora
Your questions are fine.Keep asking them. It is normal for a signal to change to red once a train has entered the "block" (area controlled by the signal)as for interlocking its where two sections of track cross each other.if a train coming from toledo on csx wants to come west to chicago they have to line the switches in Deshler ohio.The railroad guys have to go into a building called a tower"hence interlocking tower" and line the switches.then the train can come down into the wye(switch) and go from the north south track to the east west track and head for chicago.it happens a lot with coal trains for detroit edison.
hope this helps
Joe

I know they normally change to red when a train passes, but wabash said "the "D" is for a distant approach it will never change even with a train going past it the signal will always be yellow" which definitely isn't true at that particular signal. Is an interlocking a switch, then, or a wye, or what? We do live right by a wye but there is no tower there.

--Nora

[JoeKoh]

you have a switch a section of track(wye) then a swich at the other track where you want the train at. They have to line up everything for the train to change directions.You can have a switch along the line without a tower even a crossover without a tower.hope this explains it better
stay safe
Joe

[JoeKoh]

you have a switch a section of track(wye) then a swich at the other track where you want the train at. They have to line up everything for the train to change directions.You can have a switch along the line without a tower even a crossover without a tower.hope this explains it better
stay safe
Joe

[Willy2]

What is the difference between a "mainline" and a "right of way"? I imaine that the answer is so simple I'll feel really nutty for not knowing!

[Willy2]

What is the difference between a "mainline" and a "right of way"? I imaine that the answer is so simple I'll feel really nutty for not knowing!

[edblysard]

Nora,
A interlockering plant is anywhere railroad tracks cross other tracks.
It may consist of a bunch of switches to route trains from one track to another, or be as simple as a plain diamond.
Realize that at a diamond, you have to have some way to control traffic, who goes fists if two trains arrive at the same time.
This can be controled by signals, CTC, or something easy, like a stop sign.
The term interlocker is a leftover from the days of interlocking towers, which were manned, and a person had to line the trains up, from one track to another, or give permission for one train to cross before another.
The switches were controled from the tower, and the machine had a series of interlocking parts that would prevent the towerman from lining switches that would create opposing traffic, in other words, running trains into each other.
You could only line up switches for given routes, if you tried to line them incorrectly, the machine would lock the incorrect handle, and prevent you from lining that wrong switch.
Nowdays big interlockings are controled by the dispatcher via power switches.
Small interlocking plants may still have a tower.
Damonds and wyes shared by two or more railroads may have a maunal interlocking, where you go to a small control building, press a button to change the signals to stop traffic on the other track, then hand line the switches.
These are not very common, but we have one here on the PTRA.

A distant signal is just that, a signal the tells you what the next signal should show.
Most are yellow all the time, indicating that the next signal will be at least as restrictive as the yellow one.
If your distant signal shows yellow, it is telling the train crew that the next signal will be either yellow, or a more restrictive aspect.

Distant signals protect the next signal, that may be in a position thats hard to see from a distance, like around a sharp curve, or protect a yard or interlocking.

If you distant signal is green, then the signal it protects will be green also.

Its sorta like a early warning device, telling the crew to slow down and watch out for the next signal, which may be red.

Like most signals, once a train has passed it, it will turn red to protect the rear of the passing train, untill that train clears the block.

What Wabash was trying to say, I think, was that on his railroad, distant signals are allways yellow,(untill passed) never green.

The C on the other signal indicates that it is a control point, and that any red indication to stop must be followed, and the dispatcher should be contacted via radio to get permission to proceed past it.(no stop, then go)

Sum it up, distant signals protect the next signal, which will always be either the same color(indication) or a more restrictive indication.

Control points are just that, a point where the dispatcher can stop trains and hold them to clear up traffic ahead.

Both types of these signal are often used to protect yards, and the point where you enter another railroads tracks, or wyes, draw bridges, diamonds any point where you have to give advance warning to approching trains.

Stay Frosty,
Ed

[edblysard]

Nora,
A interlockering plant is anywhere railroad tracks cross other tracks.
It may consist of a bunch of switches to route trains from one track to another, or be as simple as a plain diamond.
Realize that at a diamond, you have to have some way to control traffic, who goes fists if two trains arrive at the same time.
This can be controled by signals, CTC, or something easy, like a stop sign.
The term interlocker is a leftover from the days of interlocking towers, which were manned, and a person had to line the trains up, from one track to another, or give permission for one train to cross before another.
The switches were controled from the tower, and the machine had a series of interlocking parts that would prevent the towerman from lining switches that would create opposing traffic, in other words, running trains into each other.
You could only line up switches for given routes, if you tried to line them incorrectly, the machine would lock the incorrect handle, and prevent you from lining that wrong switch.
Nowdays big interlockings are controled by the dispatcher via power switches.
Small interlocking plants may still have a tower.
Damonds and wyes shared by two or more railroads may have a maunal interlocking, where you go to a small control building, press a button to change the signals to stop traffic on the other track, then hand line the switches.
These are not very common, but we have one here on the PTRA.

A distant signal is just that, a signal the tells you what the next signal should show.
Most are yellow all the time, indicating that the next signal will be at least as restrictive as the yellow one.
If your distant signal shows yellow, it is telling the train crew that the next signal will be either yellow, or a more restrictive aspect.

Distant signals protect the next signal, that may be in a position thats hard to see from a distance, like around a sharp curve, or protect a yard or interlocking.

If you distant signal is green, then the signal it protects will be green also.

Its sorta like a early warning device, telling the crew to slow down and watch out for the next signal, which may be red.

Like most signals, once a train has passed it, it will turn red to protect the rear of the passing train, untill that train clears the block.

What Wabash was trying to say, I think, was that on his railroad, distant signals are allways yellow,(untill passed) never green.

The C on the other signal indicates that it is a control point, and that any red indication to stop must be followed, and the dispatcher should be contacted via radio to get permission to proceed past it.(no stop, then go)

Sum it up, distant signals protect the next signal, which will always be either the same color(indication) or a more restrictive indication.

Control points are just that, a point where the dispatcher can stop trains and hold them to clear up traffic ahead.

Both types of these signal are often used to protect yards, and the point where you enter another railroads tracks, or wyes, draw bridges, diamonds any point where you have to give advance warning to approching trains.

Stay Frosty,
Ed

[Anonymous]

OK, next question. [?]

This past Wednesday I saw a BNSF train while at the farm in Missouri. The lead unit was in green and had a large "G" painted in black on the nose. Does anyone know what this means? (NO Dan, I know it means the unit was green and had a black G on it . lol [:p] )

(BNSF seems to have more paint schemes than Carter has little pills. [:o)] )

[Anonymous]

OK, next question. [?]

This past Wednesday I saw a BNSF train while at the farm in Missouri. The lead unit was in green and had a large "G" painted in black on the nose. Does anyone know what this means? (NO Dan, I know it means the unit was green and had a black G on it . lol [:p] )

(BNSF seems to have more paint schemes than Carter has little pills. [:o)] )

[dharmon]

QUOTE: Originally posted by jhhtrainsplanes

OK, next question. [?]

This past Wednesday I saw a BNSF train while at the farm in Missouri. The lead unit was in green and had a large "G" painted in black on the nose. Does anyone know what this means? (NO Dan, I know it means the unit was green and had a black G on it . lol [:p] )

(BNSF seems to have more paint schemes than Carter has little pills. [:o)] )

Well actually I was going to say that it means your color blind and what you saw was a Guilford unit[:)][:)]But I think I like your my answer better[:)]

[dharmon]

QUOTE: Originally posted by jhhtrainsplanes

OK, next question. [?]

This past Wednesday I saw a BNSF train while at the farm in Missouri. The lead unit was in green and had a large "G" painted in black on the nose. Does anyone know what this means? (NO Dan, I know it means the unit was green and had a black G on it . lol [:p] )

(BNSF seems to have more paint schemes than Carter has little pills. [:o)] )

Well actually I was going to say that it means your color blind and what you saw was a Guilford unit[:)][:)]But I think I like your my answer better[:)]

[JoeKoh]

QUOTE: Originally posted by Willy2

What is the difference between a "mainline" and a "right of way"? I imaine that the answer is so simple I'll feel really nutty for not knowing!

Willy
Mainline is a heavily traveled part of the railroad.The Right of way is the area of land that the railroad can put track on.Before in another post The UP said its right of way extended all the way to the road.Its basically the property line of the railroad.
hope this helps[:)]
stay safe
joe

[JoeKoh]

QUOTE: Originally posted by Willy2

What is the difference between a "mainline" and a "right of way"? I imaine that the answer is so simple I'll feel really nutty for not knowing!

Willy
Mainline is a heavily traveled part of the railroad.The Right of way is the area of land that the railroad can put track on.Before in another post The UP said its right of way extended all the way to the road.Its basically the property line of the railroad.
hope this helps[:)]
stay safe
joe

[Modelcar]

....How about: A strip of land the railroad occupys and in most cases owns, and constructs and maintains it's track on. [8D]

[Modelcar]

....How about: A strip of land the railroad occupys and in most cases owns, and constructs and maintains it's track on. [8D]

[Mookie]

QUOTE: Originally posted by Modelcar

....In ref. to ditch lights as to whether they flash or not....I witnessed a train coming from the west on NS into our city today and they were not flashing. 2 of the 3 engines were Union Pacific and one of them [UP], was leading, hence no flashing. Difference being, all of the NS engines that I've seen do have flashing ditch lights that come through here. Just an observation. [8D]

Q - I never see flashing ditch lights on any of the BNSF engines. They are always just .....there. Must be a difference in railroads.

Mookie

[Mookie]

QUOTE: Originally posted by Modelcar

....In ref. to ditch lights as to whether they flash or not....I witnessed a train coming from the west on NS into our city today and they were not flashing. 2 of the 3 engines were Union Pacific and one of them [UP], was leading, hence no flashing. Difference being, all of the NS engines that I've seen do have flashing ditch lights that come through here. Just an observation. [8D]

Q - I never see flashing ditch lights on any of the BNSF engines. They are always just .....there. Must be a difference in railroads.

Mookie

[Modelcar]

....Jen, it seems the ditch light requirements are mounting dimensions and of course the correct kind of lights but the flashing feature seems to be up to individual railroads.

[Modelcar]

....Jen, it seems the ditch light requirements are mounting dimensions and of course the correct kind of lights but the flashing feature seems to be up to individual railroads.

[dharmon]

This was asked previously, probably even in this thread. Is BNSF still using fuel tenders? If so I think I saw on in San Diego at the port this morning in between two units on loco row. Nice line up by the way. About ten units in all too far away to make out types, but just about all ATSF, BN and BNSF represented (silver warbonnet, blue and yellows, green and whites, and of course the pumpkins).

[dharmon]

This was asked previously, probably even in this thread. Is BNSF still using fuel tenders? If so I think I saw on in San Diego at the port this morning in between two units on loco row. Nice line up by the way. About ten units in all too far away to make out types, but just about all ATSF, BN and BNSF represented (silver warbonnet, blue and yellows, green and whites, and of course the pumpkins).

[Nora]

QUOTE: Originally posted by edblysard

A distant signal is just that, a signal the tells you what the next signal should show.
Most are yellow all the time, indicating that the next signal will be at least as restrictive as the yellow one.
If your distant signal shows yellow, it is telling the train crew that the next signal will be either yellow, or a more restrictive aspect.

Distant signals protect the next signal, that may be in a position thats hard to see from a distance, like around a sharp curve, or protect a yard or interlocking.

If you distant signal is green, then the signal it protects will be green also.

Its sorta like a early warning device, telling the crew to slow down and watch out for the next signal, which may be red.

Like most signals, once a train has passed it, it will turn red to protect the rear of the passing train, untill that train clears the block.

What Wabash was trying to say, I think, was that on his railroad, distant signals are allways yellow,(untill passed) never green.

Ed,

Your answer cleared up some things but got me even more confused on some other things!

I think I'm going to try to get down there tomorrow and see whether that signal does actually have a "D" sign on it. I don't think it acts the way you are describing, or the way wabash described.

There are no "green" signals here but I think what you mean by green is the same thing that signal means when it has three yellow lights in a vertical row. It can also have three yellow lights in a diagonal row, but I have rarely if ever seen it like that, or it can have two red lights in a horizontal row.

When a train is coming, that signal has the three vertical yellow lights, and that changes to the 2 horizontal red lights when a train passes it. That's what I meant when I said that it changes from yellow to red when a train passes it. None of the signals actually have any green colored lights whatsoever. (Some of the signals on the other side of the yard don't even have red lights -- the horizontal line of lights are yellow too!)

Why are there so many different kinds of signals? I would think it could get confusing for anyone who had to rely on two or more different systems. For me, it's well beyond confusing!

--Nora

[Nora]

QUOTE: Originally posted by edblysard

A distant signal is just that, a signal the tells you what the next signal should show.
Most are yellow all the time, indicating that the next signal will be at least as restrictive as the yellow one.
If your distant signal shows yellow, it is telling the train crew that the next signal will be either yellow, or a more restrictive aspect.

Distant signals protect the next signal, that may be in a position thats hard to see from a distance, like around a sharp curve, or protect a yard or interlocking.

If you distant signal is green, then the signal it protects will be green also.

Its sorta like a early warning device, telling the crew to slow down and watch out for the next signal, which may be red.

Like most signals, once a train has passed it, it will turn red to protect the rear of the passing train, untill that train clears the block.

What Wabash was trying to say, I think, was that on his railroad, distant signals are allways yellow,(untill passed) never green.

Ed,

Your answer cleared up some things but got me even more confused on some other things!

I think I'm going to try to get down there tomorrow and see whether that signal does actually have a "D" sign on it. I don't think it acts the way you are describing, or the way wabash described.

There are no "green" signals here but I think what you mean by green is the same thing that signal means when it has three yellow lights in a vertical row. It can also have three yellow lights in a diagonal row, but I have rarely if ever seen it like that, or it can have two red lights in a horizontal row.

When a train is coming, that signal has the three vertical yellow lights, and that changes to the 2 horizontal red lights when a train passes it. That's what I meant when I said that it changes from yellow to red when a train passes it. None of the signals actually have any green colored lights whatsoever. (Some of the signals on the other side of the yard don't even have red lights -- the horizontal line of lights are yellow too!)

Why are there so many different kinds of signals? I would think it could get confusing for anyone who had to rely on two or more different systems. For me, it's well beyond confusing!

--Nora

[edblysard]

Hi Nora,
What you are describing sound like PRR position signals.
I am not a eastern railroad buff, so I dont know a lot about them, but I do know they are unique to that railroad.
As you guessed, each railroad has a different signaling system.
Most are some version of the plain three color signal head, red, (stop) yellow(slow down, be prepared to stop short of..) and green, (clear, proceed).
The signals you are describing work on the position of the lights, not just the color.
Three straight up may mean proceed, at a diagonal may be caution, straight across may mean stop.
Some where on the forum is a PRR nut who will know.
Every railroad has their own system, and crews that work run through, like wabash, have to know each railroad signals, and what they mean.
Which means he has to carry both railroads rule book and timetable.
If the signal in question does have a plate with D on it, it is a distant signal as I described.
You said it went from three upright yellow to two horizontal red whan the train passed, so they may be using both the position of the lights, and their color for indication on how to proceed.
And yes, automobile traffic signals evolved from the old sephamore system, where colored blades and light gave indication.

So now we are in the same boat, waiting for a PRR buff to explain the indication of the position of the lights, you got me nosey too!
Stay Frosty,
Ed[:D].

[edblysard]

Hi Nora,
What you are describing sound like PRR position signals.
I am not a eastern railroad buff, so I dont know a lot about them, but I do know they are unique to that railroad.
As you guessed, each railroad has a different signaling system.
Most are some version of the plain three color signal head, red, (stop) yellow(slow down, be prepared to stop short of..) and green, (clear, proceed).
The signals you are describing work on the position of the lights, not just the color.
Three straight up may mean proceed, at a diagonal may be caution, straight across may mean stop.
Some where on the forum is a PRR nut who will know.
Every railroad has their own system, and crews that work run through, like wabash, have to know each railroad signals, and what they mean.
Which means he has to carry both railroads rule book and timetable.
If the signal in question does have a plate with D on it, it is a distant signal as I described.
You said it went from three upright yellow to two horizontal red whan the train passed, so they may be using both the position of the lights, and their color for indication on how to proceed.
And yes, automobile traffic signals evolved from the old sephamore system, where colored blades and light gave indication.

So now we are in the same boat, waiting for a PRR buff to explain the indication of the position of the lights, you got me nosey too!
Stay Frosty,
Ed[:D].