Driving the steam locomotive and the technical aspects

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  • 00 – Home
    • 00.01 – Preface
  • 01 – Introduction
    • 01.01 – Information
    • 01.02 – Introduction
    • 01.03 – Joystick
  • 02 – All the basics
    • 02.01 – How a steam locomotive works
    • 02.02 – The start of your shift
    • 02.03 – Lighting the fire
    • 02.04 – Proceeding firing
    • 02.05 – Lubricating
    • 02.06 – The Air brakes
    • 02.07 – Boiler equipment
    • 02.08 – Draining the cylinders
    • 02.09 – Topping up
  • 02.10 – Driving Basics
    • 02.11 – Departing
    • 02.12 – Stoking using heavy oil
    • 02.13 – During the run
    • 02.14 – Stopping a train
    • 02.15 – Stopping at a station
    • 02.21 – After the run
  • 03 – Signalling
    • 03.01 – Signals, the history and importance
    • 03.02 – Signals, light signals, interlocking
    • 03.03 – Modern signalling and steam locomotives
    • 03.10 – British Signals
      • 03.11 – BR: Shunting signals and speed signs
      • 03.12 – BR: RETB Radio token signalling aspects
      • 03.13 – British Rail signal aspects
      • 03.14 – British Rail Headcodes
    • 03.20 – Norac Signals
      • 03.21 – USA Signalling
      • 03.22 – USA NORAC permanent signal aspects
      • 03.23 – USA NORAC Cab signalling
    • 03.30 – German Signals
      • 03.31 – The German signal system
      • 03.32 – German main and distance signal aspects
      • 03.33 – German shunting signals and point indicators.
      • 03.34 – German permanent signal aspects
  • 04 – Driving skills 1
    • 04.01 – Driving up and down sloped tracks
    • 04.02 – Driving tender first
    • 04.03 – Shunting and branch line operations
    • 04.04 – Double headers and banking engines
    • 04.11 – Driving in weather conditions
    • 04.12 – Snow, Ice and the steam heating
  • 05 – Driving skills 2
    • 05.01 – Additional firing and driving expertises
    • 05.02 – The 6MT Clan Class
    • 05.03 – The Big Boy and Challenger
    • 05.04 – The Class 56xx
    • 05.05 – The J94
    • 05.06 – Driving the Bulleid Q!
    • 05.21 – The German Class 86
    • 05.51 – Driving the UP FEF-3
    • 05.52 – Driving the SP Cab Forward
  • 06 – Maintenance
    • 06.01 – Engine maintenance: The Boiler
    • 06.02 – Frame and Wheels
    • 06.03 – The tender and equipment
  • 07 – Practicum
    • 07.01 – Getting a career and job as train driver
    • 07.02 – Examinations, approvals and tests
    • 07.11 – Safe train spotting – part 1
    • 07.12 – Safe train spotting – part 2
    • 07.13 – Train chasing
    • 07.21 – Hints and tips on creating scenarios
  • 08 – Artistics
    • 08.01 – Screenshots of Scenario’s
    • 08.02 – Screenshots of route creation
    • 08.11 – Screenshots MSTS Vintage
    • 08.21 – Photo atmosphere
  • 09 – Finally
  • 10 – tests
  • 11 – Appendixes
    • 11.01 – Keyboard operations overview
    • 11.11 – Apendix B: Railroad definitions
    • 11.21 – Apendix C: Resources and libraries
    • 11.31 – Apendix D: Links
  • 12 – Forum
  • 13 – Contact
  • 14 – Disclaimer
  • 15 – Steamtrains Unlimited website

03.21 – USA Signalling

All the DLC and 2rd party add-ons contains signals as originated. The regulations still remains the same as defined by the original rules, regulations and restrictions at they has been governed by the particular country. Each country has their own restrictions and rules.

A typical USA signal bridge.

Taking a closer look and all the signals after study are basically the same and quite equal to each other, but the design of appearances of much different, the aspects remains basically the same

All the common and most basic signal aspects are shows as far as necessary and needed within TS2015. It should be hugh to pay attention to all signal systems in the world. while the most signalling aspects around the world are plainly based at the signal system of the heritage signal and rail system of the British Railway companies

First important issues what you need to know how to drive on signals.
There are 10 different types of signals.

  1. Main signals

  2. Approach and distance signals

  3. Speed signals

  4. Shuntong signals

  5. Temporarely signals (maintenance, track work, infrastructure, etc)

  6. Hand signals

  7. Stationary signals (whistle posts, electrical traction, stopping markers. mileage / kilometre posts, etc)

  8. Acoustic signals, (Bell, whistle, horn, typhoon, hand whistle, explosion signals)

  9. Cab signals.

  10. Radio / GPS signals (related to cab signalling)

This chapter mentions the signals as they are in use and regulated by the MORAC rules which is covering all rules from every railroad company throughout the USA and Canada

____________________________________________________________________________

Clear

Proceed Not exceeding normal Speed.

USA: NORAC 281

A driver of a GG1 receives a Clear Aspect

____________________________________________________________________________

Approach Limited

Proceed approaching the next signal at limited speed.

USA: NORAC 281b

____________________________________________________________________________

Limited Clear

Proceed at Limited speed until entire train clears all interlocking and spring switches,
then proceed at normal speed.

USA: NORAC 281c

____________________________________________________________________________

Approach Medium

Proceed Approaching next signal at medium speed. (Max. 30 Mph.)

USA: NORAC 282:

____________________________________________________________________________

Advanced Approach

Proceed prepared to stop at the second signal. Trains exceeding Limited Speed must begin reduction to limited speed as soon as the engine passes the Advanced Approach Signal.

NORAC 282a:

____________________________________________________________________________

Meduim Clear

Proceed at medium speed until entire train clears all interlocking and spring switches, proceed at normal speed.

USA: NORAC 283:

____________________________________________________________________________

Approach Slow

Proceed approaching the next signal at Slow Speed.

Trains exceeding Limited Speed must begin reduction to limited speed as soon as the engine passes the Approach Signal

USA NORAC 284:

____________________________________________________________________________

Approach

Proceed prepared to stop at the next signal.

Trains exceeding Medium Speed must begin reduction to Medium Speed as soon as the engine passes the Approach Signal. 

USA NORAC 285:

____________________________________________________________________________

Medium Approach

Proceed prepared to stop at the next signal

Trains exceeding Medium Speed must begin reduction to Medium Speed as soon as the Medium Approach signal is clearly visible. 

USA NORAC 286:

____________________________________________________________________________

Slow Clear

Proceed at Slow Speed until entire train clears interlocking limits or turnouts, then proceed at Normal Speed.

In CSS territory with fixed automatic block signals, trains not equipped with operative cab signals must approach the next signal at Medium Speed once they have left interlocking limits.

USA NORAC 287:

____________________________________________________________________________

Slow Approach

Proceed prepared to stop at the next signal. Slow Speed applies within interlocking limits or through turnouts, then Medium Speed applies.

USA NORAC 288:

____________________________________________________________________________

Restricting

Proceed at Restricted Speed until the entire train has:
1. Passed a more favourable fixed signal. or
2. Entered non-signalled DCS territory. or
3. Passed a location where a more favourable cab signal was received.

USA NORAC 290:

____________________________________________________________________________

Stop and Proceed

Stop, then proceed at Restricted Speed until the entire train has:
1. Passed a more favourable fixed signal. or
2. Entered non-signalled DCS territory or
3. Passed a location where a more favourable cab signal was received.

Where a letter G (grade marker) or a letter R (restricting marker) is displayed in addition to number plate as part of these aspects, freight trains may observe the signals as though restricting, Rule 290, were displayed.

USA NORAC 291:

____________________________________________________________________________

Stop Signal

Stop before the signal.

The signal is not allowed to pass unless the signal can not be cleared. The Signaller will hand over a confirmed and signed warrant to pass the signal at danger. When the signal is too far from the signal box, the driver contacts the signalman to receive clearance by telephone or radio. 

USA NORAC 292:

____________________________________________________________________________

February 2019
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  • 00 – Home
    • 00.01 – Preface
  • 01 – Introduction
    • 01.01 – Information
    • 01.02 – Introduction
    • 01.03 – Joystick
  • 02 – All the basics
    • 02.01 – How a steam locomotive works
    • 02.02 – The start of your shift
    • 02.03 – Lighting the fire
    • 02.04 – Proceeding firing
    • 02.05 – Lubricating
    • 02.06 – The Air brakes
    • 02.07 – Boiler equipment
    • 02.08 – Draining the cylinders
    • 02.09 – Topping up
  • 02.10 – Driving Basics
    • 02.11 – Departing
    • 02.12 – Stoking using heavy oil
    • 02.13 – During the run
    • 02.14 – Stopping a train
    • 02.15 – Stopping at a station
    • 02.21 – After the run
  • 03 – Signalling
    • 03.01 – Signals, the history and importance
    • 03.02 – Signals, light signals, interlocking
    • 03.03 – Modern signalling and steam locomotives
    • 03.10 – British Signals
      • 03.11 – BR: Shunting signals and speed signs
      • 03.12 – BR: RETB Radio token signalling aspects
      • 03.13 – British Rail signal aspects
      • 03.14 – British Rail Headcodes
    • 03.20 – Norac Signals
      • 03.21 – USA Signalling
      • 03.22 – USA NORAC permanent signal aspects
      • 03.23 – USA NORAC Cab signalling
    • 03.30 – German Signals
      • 03.31 – The German signal system
      • 03.32 – German main and distance signal aspects
      • 03.33 – German shunting signals and point indicators.
      • 03.34 – German permanent signal aspects
  • 04 – Driving skills 1
    • 04.01 – Driving up and down sloped tracks
    • 04.02 – Driving tender first
    • 04.03 – Shunting and branch line operations
    • 04.04 – Double headers and banking engines
    • 04.11 – Driving in weather conditions
    • 04.12 – Snow, Ice and the steam heating
  • 05 – Driving skills 2
    • 05.01 – Additional firing and driving expertises
    • 05.02 – The 6MT Clan Class
    • 05.03 – The Big Boy and Challenger
    • 05.04 – The Class 56xx
    • 05.05 – The J94
    • 05.06 – Driving the Bulleid Q!
    • 05.21 – The German Class 86
    • 05.51 – Driving the UP FEF-3
    • 05.52 – Driving the SP Cab Forward
  • 06 – Maintenance
    • 06.01 – Engine maintenance: The Boiler
    • 06.02 – Frame and Wheels
    • 06.03 – The tender and equipment
  • 07 – Practicum
    • 07.01 – Getting a career and job as train driver
    • 07.02 – Examinations, approvals and tests
    • 07.11 – Safe train spotting – part 1
    • 07.12 – Safe train spotting – part 2
    • 07.13 – Train chasing
    • 07.21 – Hints and tips on creating scenarios
  • 08 – Artistics
    • 08.01 – Screenshots of Scenario’s
    • 08.02 – Screenshots of route creation
    • 08.11 – Screenshots MSTS Vintage
    • 08.21 – Photo atmosphere
  • 09 – Finally
  • 10 – tests
  • 11 – Appendixes
    • 11.01 – Keyboard operations overview
    • 11.11 – Apendix B: Railroad definitions
    • 11.21 – Apendix C: Resources and libraries
    • 11.31 – Apendix D: Links
  • 12 – Forum
  • 13 – Contact
  • 14 – Disclaimer
  • 15 – Steamtrains Unlimited website

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