As long as there are at least two blocks of double track ahead of the location of your photo, the green aspects on both signals make sense. Even if it is CTC territory, intermediate signals (i.e. those not at control points) could show green even if there is no train coming. Only control points need to be cleared by the dispatcher. I suppose it would be unusual nowadays to find such signals not going dark with no trains around, but not impossible. Now, since you say that these tracks converge a couple miles down track of the photo, that certainly prompts questions. Even an ABS system would look at the turnout ahead of these signals, unless there is at least one more set of signals before it is reached. Thus I would have to believe in one or more of the following: - They converge far enough down the track for there to be 2 or 3 blocks along the way, perhaps farther than you estimated. - The converging of the tracks is temporary due to track work, and thus the signals aren't being reprogrammed while the work is underway. - There is no CTC down the line from the photo, and trains operate under track warrants, allowing the dispatcher to issue special instructions for this location, if needed. - You are mistaken about the tracks converging to one.
The Google imagery and the Norfolk Southern track charts (2008) show double-track all the way from Moraine (if not Dayton) to Cincinnati, and the Timetable (2002 vintage) indicate the whole mainline is CTC with ABS signaling. I did a little history check... the line from Columbus to Cincinnati is shown as dotted in the region map of the 1999 track chart, and a solid (NS-owned) line in the 2000 track chart. And in the 2000 chart, the track is double-main from Moraine south to the end of the line at Sharonville. Historical Google Earth imagery shows the line clean through Miamisburg several miles either way has been double-track since at least 1994. So, with all due respect, I believe the OP is mistaken about the lines converging... unless they've ripped up tracks since July of 2010...
Regarding my yellow over flashing red aspect, I saw this on a high signal on BNSF. The Wayzata Sub crosses the Mississippi River north of downtown and there is an interlocking called "Stadium" just west of the river. The signal was for an eastbound movement. Thanks, folks for the pointers to signal information. I will look them over and see if they answer my question.
hoyden, yellow over flashing red is "Approach Restricting" 9.1.7 Proceed prepared to pass next signal at restricted speed. I dont recall ever having seen a yellow over flashing red, but I have seen yellow over lunar which is the same indication. That particular yellow over lunar signal can be seen entering the yard at LaCrosse WI on the BNSF. And you best have your train at restricted speed prepared to stop. There is a hand throw switch at the yard throat just buy the yard office. Chances are the switch will be lined against your train so you best be able to stop. you will be getting off the train anyway but you will have to have that switch lined in order to be on the proper track or you're liable to run into an eastbound . Charlie
Thanks for the explanation, Charlie. Is Approach Restricting an upgrade from Restricting? Both seem to require slow operation and being ready to stop short of any obstruction or switch.
dunno if it could be termed an "upgrade" but by rule, an "Approach" indication tells your train to be prepared to stop at the next signal. The approach restricting just tells you that you must be at restricted speed when you pass the next signal, that carries a speed limit, but also means that you must be prepared to stop your train short of,(in the case I sited)a switch lined improperly. At La Crosse, it is known that the possible mis-aligned switch is well before the next signal. Again the intent is to keep the traffic moving, if the switch is lined properly, your train may be told to continue to the north end of the yard to be relieved, hence you want the restricted speed thingy. Charlie
If both are green, that's an indication that no traffic is nearby. The other side would either be yellow on both signals or green as well. Of course if you are on UP, BNSF or CSX, the signals would be dark.
Charlie I think that one was a Santa Fe signal as I never saw it either.CN now has th signals go dark when no train is approaching.except at control points.
That sounds like the logical answer. I did work the Santa Fe side a few times when I worked out of Galesburg. I believe the dispatchers still use that signal aspect since the Santa Fe crews would be used to it. I believe that is why both versions were indicated in the rule. On the BNSF side, the signals will go dark(at least they used to) when there has been no activity in the governing zones for a certain length of time. I only ever saw that happen on 3rd shift and not all that often. In the Chicago division there is a lot of yard activity that would require crossovers using main track. An interesting thing... the Santa Fe had switch point locks on main track as well as switch stand locks. It was REAL thrilling in the wintertime to dig the snow out of the switch point area as well as the switch points and switch stand. Charlie
I stands corrected... For those taking an interest in this thread, I did indeed retrace the line and it is as depicted by Google maps... a long stretch of double track... Dunno if this changes thoughts but thought I should update.
Last night I was watching "Let's Take A Ride" cab ride video from Hastings, MN to Portage, WI on the Canadian Pacific RR. As the train crossed the Mississippi River I spotted a colorlight signal with 5 aspects. I've never seen that many lights in one head. I wonder what indications such a signal is capable of displaying. I imagine this signal is the equivalent of a 2-head signal with all the lights combined in a single head.
This recreation of 1995 Santa Fe timetable shows Approach Restricting, but only as yellow over lunar. http://www.lundsten.dk/us_signaling/aspects_atsf1995/index.html Of course, I think most engineers would have no problem recognizing yellow over flashing red as having the same meaning.
' Nuther story... While I was still doing engineer qualifying trips on the Chicago-LaCrosse WI I.D. freight pool , we were coming up to a crossover and I called out the signal indication "Diverging Clear" , My engineer-mentor was in the habit of using the "old style" indication which would have been "Clear crossover". He then made an aside remark that he was going to be doing his re-cert. soon so it had best be "Diverging Clear" to him as well! LOL Charlie
