You are great at teaching this, and I’ll rewatch over and over; but after all four videos I have got to hand it to any engineer that can read these while moving a train! “Respect”. 🇨🇦👍🏼
I'm a complete newbie at railroad signals (I'm a retired office worker) and after watching all 4 of your videos my mind now hurts, I got lost after video #1 lol. I'm 76 yrs old and going to re-watch all 4 parts all over again until I can pass your test 100%, wish my luck. I'm going to get this right. Thanks Ian, you're a good teacher.
I had no idea, until now, that the test on the signals is soo strict! Thank you sir for your greatest time, and effort, explaining so much! Love to see more videos about how to properly operate a train, and what other things we all need to know about working the rails 🤗🤗
Thank you for making these videos. They were very informative. I enjoy everything transportation related. I'm glad I don't have to figure there signals out on a daily basis, I don't think I could do it, and thankfully there are people out there smart enough to do it.
I just wanted to say I always struggled with this as a foamer of the Grand Trunk Western Railway. I lived near a distant signal to the Wabash Line NS today. They have double head USS 3 color searchlights there and a signal dwarf signal for reverse track. I could never understand the strange indication it would display for the next signal, which had a switch 15 mph. Thank you for clearing that up. It's not to hard to remember. Today the Canadien National Railway replaced the searchlights with double row lights and then sold the line to the CSX. I've been upset with CN for doing that. I miss the GTW RR. I can tell you put in a lot of hard work into these videos. I appreciate it. ❤
Highly informative Series, Ian. Thank you so very kindly for taking your time to produce this information for such a small niche market, here on UA-cam! It is wonderfully obvious that you ENJOY your position at Canadian National Railway! You know you have the gift to instruct others. Soon I head to Saskatoon for my CN interview for Conductor. Do wish me the best! Your assistance has greatly assisted me understanding what goes on down the tracks. This is what the forefathers of the internet envisioned when they moved beyond the idea of emails from one University to the next. Ian, you have served your community well. Thank you! Michael
I offered a criticism last post, so I'll offer praise this one: You make the most complex type of signalling (speedroute hybrid) relatively simple and easy to understand, even the esoteric signals toward the end of the last part. In practice I've very rarely seen the really funky signals in my own trainspotting; mostly it's the relatively easy to interpret stuff. But it's good to know when you drive up and see a yellow-over-red-over-flashing green what the heck that's supposed to mean, and predict the train's behavior on passing that signal! Not to mention, in the age of advanced computer control, you can *model* speedroute hybrid signalling, something impossible to do outside of a very funky relay computer in the "old days".
Great videos! Thanks for sharing! Trains have always fascinated me. Not sure exactly why, but they do. Since moving down South in the US, I don't see as many CN trains as I did in Michigan but when I do, I get the warm and fuzzies. lol I miss easily vacationing in Canada. Canada is awesome! Beautiful!
Thanks for those lessons. I now understand how the three aspect signal is used. The lessons will help me to understand how to signal my route in Trainz Railroad Simulator games. Thank you very much.
I volenteer at the Yorke Durham Heritage Railway and since part of our run is in CTC territory we have to get a "Work Track Warrent" from the RTC to enter CTC at Lincolnville GO- Transit storage yard. Your video has been very helpful. Thank you.
I only found out about you guys just recently - even though I've been in Uxbridge and Stouffville multiple time. Didn't know there was a heritage railway there! I'm going to look youse guys up next time I'm down there. :)
Proud to be one of the few hundred (possibly non-unique) survivors watching and understanding this last video. Maybe one day I could pass such a test in the USA. :D But I have a college degree so maybe I should get a college-worthy job. Meh. I'd be good at driving a train. (pout) :)
You start off as a conductor! As long as you can get hired and qualify (pass the rules, on the job training, yada yada), you start off as a conductor. I don't know about other railroads, but CN after two years as a conductor, then they want to move you up to Engineer. How much you make as a conductor varies radically depending on who you work for, where you work for them, and what jobs you do. Usually (at least at CN) you start off on yards or spareboard and can count on being there for a few years because seniority is a huge factor. Some folks never leave the yards because they like it. And I don't blame them - it's a blast, and it has it pros: usually scheduled with two days a week off. So while it pays the lowest, you know when you're working. Spareboard you have no idea when you're working, and depending on where you are and what the agreement is, you may have a guaranteed pay. So in other words, you're paid whether you work or not, and that guarantee is usually very generous. The guarantees I'd seen worked out to ~$95k/year. The disadvantage: no life. You are on call 24/7, 365 days a year and often have no idea when you're going to work. Road pays the highest, and is typically on a pool rotation, so you at least have an idea of when you're going to work. You can still go to work at any time, hence the reason for the high pay, and you miss things like your kids birthday parties and stuff. Because this is the el primo job, you usually need lots of years of seniority to hold road jobs. But the pay is typically $110k and up. A lot of that is dependent on how much you want to work, the runs you do, how the company pays you (i.e., by the mile or by time), and how they work out rest. For instance, here at CN we can book up to 24 hours off after a trip. Or you can book zero hours and as soon as you fulfill your mandatory rest time you can potentially be right back at it again. Then when you hit your miles (4,300 for CN conductors) you get the rest of the month off. Some terminals and work trains you can hit your 4,300 miles in two weeks. You're exhausted, but you get two weeks off for the rest of the month. It's a sweet gig, pay is really high, but make no mistake about it: It's dangerous work and the railroad owns you. They pay you accordingly.
+ianjuby *Stateside, the seniority rules for train crew are somewhat different.* Low man on the ladder is the Brakeman, who is very much necessary for assembling trains both in-yard and at Client premises, where cars need be spliced into or unspliced from the train, and responding first to enroute emergencies such as broken couplers, blown brake hoses, and payload fires. Next up is the Engineer, who controls the train's systems from the head locomotive cab. As captain of the train and the crew's contact to Dispatch, the Conductor has charge of the bills of lading and other legal documentation necessary to carry out the railroad's business.
the series of this is very attractive ,I have learnt some things which I m going to apply in my projects later with my training program ,hope to hear from u soon man ,I m admired :)
Trying to follow all this, and having seen several videos on train wrecks, I can clearly understand how an engineer on drugs or a cell phone could "ignore" a signal. One second of inattention could have catastrophic consequences.
maybe some advancements are necessary to save lives, but it would be expensive to have large LED screens or other types of lights I suppose. I remember a crash where two people died and it took one million dollars to put a crossing system up. stuff ain't cheap for some reason.
im BUILDING A MODEL RAILROAD N SCALE , MY BROTHER WORKED ON AMTRACK AS A BLOCK OPER. AND NEVER REALIZED WHAT HE HAD TO GO THRU, TKS FOR SHARING VERY INTERESTING , I WOULD HAVE NEVER PASS BECAUSE OF SPELLING.
ASPECT = What the signal looks like. Green over Red, or Yellow over Dark over Green for examples. INDICATION = What the signal _indicates_ the train crew should do in response to the signal. “Proceed, passing the next signal not exceeding Medium speed,” for example. RULE = The formal assignment of ASPECT(s) and INDICATION as presented in the Rule book. Each rule is assigned a RULE NUMBER and a NAME. Rule #419 / "Limited to Slow" for example.
I wonder, why there are so much different signals. In Germany, our signals have only three definitions. Go, Slow and Stop. The signals are protected, even when they are automatic blocking. Sometimes the slow signals are upgraded, with speed signs. A motorman has to push a button from time to time to show he is alert. If not, the train will stop at once. Sorry for my english.
Great video, great teacher. Absolutely love it and I have watched all four parts many times and over. I'm going to Winnipeg in the next few weeks and I want to have a head start on the signals and these videos have tamed my anxiety. Thank you. You're a great teacher. 👏🏾 Quick question... what happens if you don't get 100% on the signal test?
Thank you Ian. I felt like I was in school taking a lesson and I loved it. You're a great teacher!! I've always loved trains and wondered how the signals worked. It does get confusing and complicated at times but I love how the signals also inform of what the next signals will most likely say. I understand that it is of utmost importance for adequate time to adjust speed. I also understand why they are SO stringent with the testing!!! A fast, large freight train is probably the heaviest man made moving thing on earth???
+Ian Juby Maybe try drawing schematics of the method of control on a white board might help a bit. Or any possible way you believe would work. Sounds like a lot of work but would really help me out. I'm not in the railway industry but trying to get in.
OCS is more or less identical to Track Warrant Control (TWC) in the United States. There are several technical descriptions about that to be found on the internet.
Would you mind (for us old timers) reviewing all whistle signals used in earlier days. Especially those used to communicate between double and triple headed head ends. Thanks! A former CNR employee. Great series!
Lunar White is the common fourth signal color found in North America. It is usually used to mean the same as RESTRICTING SIGNAL and can often be used interchangeably for a Flashing Red light. If you are familiar with North American traffic signals, specifically the pedestrian signals, then DONT WALK (or the hand) is shown in Portland Orange, and WALK (or the human figure, mid-step) is shown in Lunar White. So you may have already seen the color and not known it! A regular incandescent bulb has a red/yellow tint to it (not quite white hot), but Lunar White resembles the look of the moon from Earth as it reflects the sun-very little red/yellow in it. Lunar White is not historically used in Canada signals because Canada has employed (until recent years) only searchlight signals. And, as you saw in the first video, searchlight signals can only show up to three colors. Were a signal head ever needed to show all four (Red, Yellow, Green, Lunar White) then it would not be possible. One advantage the use of Lunar White offers is it removes the need for the lowest signal head showing Yellow to mean RESTRICTING SIGNAL. This means that SLOW TO STOP could be Red/Red/Yellow instead of Red/Red/Flashing-Yellow while RESTRICTING SIGNAL would be Red/Red/Lunar. Red/Red/Flashing-Yellow could be used for something else. It also means that MEDIUM TO STOP could be shown as Red over Yellow. Right now, Red over Yellow also means RESTRICTING SIGNAL; the MEDIUM TO STOP aspect is Red over Yellow over Red, and that lower red _must_ be there. It is not merely just a placeholder.... this is something important that Mr. Juby should have mentioned. (LIMITED TO STOP can be shown as Red over Flashing-YELLOW alone just fine, since the Flashing Yellow will also imply Limited speed.)
What if you have a to-signal such as this clear to medium (G/R/G) and the bottom head's magnet fails and goes to red. (G/R/R) Woundn't this be less safe?
+Taylorover9001 That indication is only used in a few specific points. I am sure the crew would know something is up. Also, that would give you an improper signal progression and the crew should realize this and take action.
question what is a flashing green dwarf signal. i've seen it in the states a few times. mainly on a commuter railroad outside of new york city. note the track speed is between 50 and 80
Hmmm... I don't know - that would be something Amereecan, quite possibly unique to the communter railroad itself. I wouldn't know, someone else here might.
Nice video! I got 4/5. I stumbled on the clear to limited. Also, those CROR rules are crazy! I may have some questions later. Just one thing I've seen, is a Clear to Slow, then Clear to Stop, then Restricting all in a row. (Y/Y, Y/R, R/Y)
Right. Ya, we have similar signals on the Allanwater sub here, and I think it's just a throwback to the very old, original lights. When we go into a siding, it's a restricting signal, but I think originally (when the signals were build - probably early 1900's) that was supposed to be a slow to stop signal. But, restricting signal works - it accomplishes the same thing really. So when we come up to a siding to go into it, we'll get a clear to stop, then a restricting signal at the siding. The restricting signal is kind of a form of stop signal I guess, kind of like a form of stop and proceed.
+grvolans Those are all signals that are entirely based upon local special instructions. They are not standard lights and the indications that would be displayed on them would be in the regional special instructions for the territory applicable.
Just wondering ... you talk of the train speeds in MPH, but I thought Canada had gone metric? Have the railroads retained speeds and distances in miles, or are you converting km/h to the nearest 5mph for American viewers? e.g. are 15, 25, 30, 45, 75, 100mph actually 25, 40, 50, 70, 120 and 160km/h... something like that?
No, the railroads in Canada retained the imperial measurements. We do everything in miles, miles per hour for the reasons of the rules which were in effect long before Canada went metric. And so a lot of the rail operating rules (i.e., identifiable locations, mile posts, and trains speeds like slow speed, medium speed, limited speed, etc...) were based on imperial measurements and set up. Converting everything to metric would've involved a major overhaul of the rail operating rules which had been around for decades prior. CN even pays us "by the mile."
@@ianjuby I remember the pre-2020 O-Train Trillium line in Ottawa being denoted and marked in kilometres, but I think this was an oddball exception. The entire system is being switched to CBTC and now disconnected from the mainline rail network.
Another question: What happens if there is insufficient braking distance between two signals, or a signal and the second next? Or otherwise, if the distance between signals is lower than usual?
If the signals are too close together for the heaviest, fastest train to be able to stop in 3 signal blocks (CLEAR → ADVANCE CLEAR TO STOP → CLEAR TO STOP → STOP) then additional aspects are introduced to slow the train down earlier. Each aspect progression is tailored to the needs of the specific location (track speed, train weight and speed, signal spacing). For example, a train could encounter CLEAR → CLEAR TO LIMITED → ADVANCE CLEAR TO STOP → CLEAR TO STOP → STOP. The CLEAR TO LIMITED would cause the train to need to slow down much sooner, even though there is no actual "limited speed" indication at the third signal. If that isn't enough, then even more aspects could be added: CLEAR → ADVANCE CLEAR TO MEDIUM → CLEAR TO MEDIUM → ADVANCE CLEAR TO STOP → CLEAR TO STOP → STOP. See?
So a medium to limited signal is not a fail safe signal ..because if the flashing light breaks then it will become a clear signal..but lucky we know the territory and know it's only good for 30
I have a question. What do you do if you see a FAILED or malfunctioning signal? (eg..The signal's that is complelely out) Are trains required to make an emergency stop in this case?
raymondlee3327 Excellent question. Not an emergency stop, but we have several rules in the CROR we follow. Namely, we read the light as if the burnt out lights were red. This puts the signal to its most restrictive form so we either stop or govern ourselves accordingly. if we have to stop, we just bring it to a stop and call RTC and get direction then, reporting the failed signal. Actually, I'll add your question to the questions I was going to address in the next video on CTC signals cause that's quite an involved answer actually. :)
+raymondlee3327 It depends on the indication of the malfunction signal. There are 3 different situations. 1. Movement stops if the most restrictive that the signal can display is STOP - with the exception of a solid yellow light on the bottom. Then the train can go at restricted speed. 2. If the most restrictive indication the light can display is restricting, proceed or slow down to restricted speed. 3. If there is a yellow or green light displayed the movement slows down to slow speed when practicable - as in if they're going to be going through a switch.
Nope. And in fact, the QSOC classes (conductor's rules classes for new conductors) may have switched how they perform the tests. When I went for my recertification last year, they simply had an answer sheet which listed all of the signal definitions and you had to match up the letter of the appropriate definition with the signal on the test sheet.
Question: How would a signal that's like a freeway signal overhead but with 3 sets of 3 signals be read? I've seen them in yards and wondered. Also, I've seen some other letter signs such as "B". What does that mean?
I would suggest you get a copy ot the Canadian Railway Operatinr Rules. You can download them online by searching "CROR" which will take you to Transport Canada's website. Rule #402 will answer your first question. A "B" sign indicates the end of a track circuit for ABS and CTC signals between those territories and OCS zones.
We have a footage counter in the locomotive. We push the button, and it tells us how many feet we've traveled. We set the counter at the light as we enter the siding, and we know our train length by the train journal information.
Ok thanks, that makes perfect sense. This does take some time to understand this but I can see the importance of the fail safe system. Is there any reason why the lashups of power units often combine a EMD and a GE units say in a SD70 ACe and a C44-9W?
Nope. No reason. They just slap together whatever is available. I've seen them stick old beaters on the hot shot trains, so obviously it the power isn't even assembled according to the need on the train. But I've had brand new units (literally 2 weeks old) die on me, so new or old doesn't mean a whole lot when it comes to reliability.
It's called a distance measuring device or DMD. When the engineer gets on board, he takes the total length of the train plus 3% slack action and enters it into the counter. He hits the button when the engine reaches the signal or switch and it counts down until zero. When it's at zero, you've cleared the signal or switch.
Yes, I'm a conductor. I don't know about other railroads or schools, but I know CN does signals tests right from pretty much day one of conductor class. So you do the tests dozens and dozens of times before you get to the final test where you have to get 100%. That's over the space of the 7 week course.
These videos about Canadian Railroad Signals are great! But here, in part 4, you say that you're not allowed to have a single answer wrong to pass the test - ok, it's understandable, doing this job is not easy. But I can't believe my eyes and ears - you have to spell them right? I think it's more important to know what to do when you see the signal than know the precise definition of the signal... just my opinion. And I have to say that "Canadian Railroad Signals" is kind a mess :-D I had thought understanding railroad signals in my country (the Czech Republic) is quite difficult, but since I've watched these videos I changed my mind :-D
Actually the Czech signals are very easy to read, followng uniform rules across all aspects, naming speeds by numbers instead of monikers (like "slow") etc. Very easy. There are only a few tricky points. The Canadian system is fiendishly complex compared to the Czech one. What an aspect means in a specific location in the Czech system is, however, trickier (eg. at places with insufficient braking distance). And the Czech operating rules are a mess. The precise spelling ... I see it in the same way. First, you learn signal definitions by heart. Next, you secure a train improperly in a siding and wipe out a small town.
The spelling is important because the rules must be followed to the letter. At least, "to the letter" within the purview of your boss. The excuse "but I couldn't remember the rule exactly" cannot be tolerated. It's one thing to add or remove a more-or-less meaningless word like "the" but it would be another to mess up a speed name or the order the words are in. The simplest and safest course is to make _all_ of the words equally important instead of playing games with some words more important than others. You either know it or you don't. Additionally, the words "advance" and "advanced" are rather different in meaning in English.
They're trying to make them more complicated, though, with those flashing yellow turn arrows and the "Pedestrian Hybrid Beacon" signals (which are dumb). And then there's Canada with its flashing green traffic signals....
Oh dear. You forgot all about the difference between lunar, light blue, white, off-white, beige and grey signals, what you should do if in the signal is triangle or rectangle shaped, what the combination 'flashing-green, winking-red, startled-yellow' means, the divergence in meaning of limited vs. restricted vs. off-peak vs. weekend-only vs. occasional signals (in red, yellow, green, lunar, light blue, white, off-white, beige and grey; flashing or steady), and what to do if it's a full moon and/or the next solar eclipse coincides with the passage of Venus. Other than that, pretty comprehensive, and a good overview of a not at all counterintuitive, needlessly complex system.
You are great at teaching this, and I’ll rewatch over and over; but after all four videos I have got to hand it to any engineer that can read these while moving a train! “Respect”. 🇨🇦👍🏼
I'm a complete newbie at railroad signals (I'm a retired office worker) and after watching all 4 of your videos my mind now hurts, I got lost after video #1 lol. I'm 76 yrs old and going to re-watch all 4 parts all over again until I can pass your test 100%, wish my luck. I'm going to get this right. Thanks Ian, you're a good teacher.
I had no idea, until now, that the test on the signals is soo strict! Thank you sir for your greatest time, and effort, explaining so much! Love to see more videos about how to properly operate a train, and what other things we all need to know about working the rails 🤗🤗
Thank you for making these videos. They were very informative. I enjoy everything transportation related. I'm glad I don't have to figure there signals out on a daily basis, I don't think I could do it, and thankfully there are people out there smart enough to do it.
I just wanted to say I always struggled with this as a foamer of the Grand Trunk Western Railway. I lived near a distant signal to the Wabash Line NS today. They have double head USS 3 color searchlights there and a signal dwarf signal for reverse track. I could never understand the strange indication it would display for the next signal, which had a switch 15 mph. Thank you for clearing that up. It's not to hard to remember. Today the Canadien National Railway replaced the searchlights with double row lights and then sold the line to the CSX. I've been upset with CN for doing that. I miss the GTW RR. I can tell you put in a lot of hard work into these videos. I appreciate it. ❤
Great series. I had been trying to make up my own rules to remember what the signals mean. Your instructions made it so clear, thanks.
Watched all four vids. Great stuff, thanks for sharing!
Love your videos. You are very informative and thorough, and really know your stuff. Hope to see more videos soon, keep up the good work!
Highly informative Series, Ian. Thank you so very kindly for taking your time to produce this information for such a small niche market, here on UA-cam!
It is wonderfully obvious that you ENJOY your position at Canadian National Railway! You know you have the gift to instruct others.
Soon I head to Saskatoon for my CN interview for Conductor. Do wish me the best! Your assistance has greatly assisted me understanding what goes on down the tracks.
This is what the forefathers of the internet envisioned when they moved beyond the idea of emails from one University to the next. Ian, you have served your community well. Thank you!
Michael
Well cool! Best of luck to you Michael! They're hiring like crazy again right now, so here's hoping.
I offered a criticism last post, so I'll offer praise this one: You make the most complex type of signalling (speedroute hybrid) relatively simple and easy to understand, even the esoteric signals toward the end of the last part. In practice I've very rarely seen the really funky signals in my own trainspotting; mostly it's the relatively easy to interpret stuff. But it's good to know when you drive up and see a yellow-over-red-over-flashing green what the heck that's supposed to mean, and predict the train's behavior on passing that signal! Not to mention, in the age of advanced computer control, you can *model* speedroute hybrid signalling, something impossible to do outside of a very funky relay computer in the "old days".
Great series. Excellent presentation, pace and delivery. You have a great speaking voice and perfect mic placement.
Great videos! Thanks for sharing! Trains have always fascinated me. Not sure exactly why, but they do. Since moving down South in the US, I don't see as many CN trains as I did in Michigan but when I do, I get the warm and fuzzies. lol I miss easily vacationing in Canada. Canada is awesome! Beautiful!
You did such a good job in your last 3 video's that I found myself having to play this at twice the speed as I kinda already got it
Thanks for these videos, all very informative. Always wondered how they were interpreted having worked around the rail from time to time.
Thanks for those lessons. I now understand how the three aspect signal is used. The lessons will help me to understand how to signal my route in Trainz Railroad Simulator games. Thank you very much.
Great job , learned a lot watching your video's thanks!!
Very informative and very well done. Thank you for making these videos. You are a very good teacher my friend.
EXCELLENT! Thank you for putting the time & effort into this series of presentations. Looking forward to more.
I loved all 4 vids that you made! I love all these vids so much this is literally my 4th month watching them
Hey tanks eh!
I volenteer at the Yorke Durham Heritage Railway and since part of our run is in CTC territory we have to get a "Work Track Warrent" from the RTC to enter CTC at Lincolnville GO- Transit storage yard. Your video has been very helpful.
Thank you.
I only found out about you guys just recently - even though I've been in Uxbridge and Stouffville multiple time. Didn't know there was a heritage railway there! I'm going to look youse guys up next time I'm down there. :)
Proud to be one of the few hundred (possibly non-unique) survivors watching and understanding this last video. Maybe one day I could pass such a test in the USA. :D
But I have a college degree so maybe I should get a college-worthy job. Meh. I'd be good at driving a train. (pout) :)
And you can make $65k to $150k /year as a conductor, with a high school education. :)
I didn't know conductors make that much? How many years does it take from starting out of high school as a gofer to becoming a conductor?
You start off as a conductor! As long as you can get hired and qualify (pass the rules, on the job training, yada yada), you start off as a conductor. I don't know about other railroads, but CN after two years as a conductor, then they want to move you up to Engineer. How much you make as a conductor varies radically depending on who you work for, where you work for them, and what jobs you do. Usually (at least at CN) you start off on yards or spareboard and can count on being there for a few years because seniority is a huge factor. Some folks never leave the yards because they like it. And I don't blame them - it's a blast, and it has it pros: usually scheduled with two days a week off. So while it pays the lowest, you know when you're working.
Spareboard you have no idea when you're working, and depending on where you are and what the agreement is, you may have a guaranteed pay. So in other words, you're paid whether you work or not, and that guarantee is usually very generous. The guarantees I'd seen worked out to ~$95k/year. The disadvantage: no life. You are on call 24/7, 365 days a year and often have no idea when you're going to work.
Road pays the highest, and is typically on a pool rotation, so you at least have an idea of when you're going to work. You can still go to work at any time, hence the reason for the high pay, and you miss things like your kids birthday parties and stuff. Because this is the el primo job, you usually need lots of years of seniority to hold road jobs. But the pay is typically $110k and up. A lot of that is dependent on how much you want to work, the runs you do, how the company pays you (i.e., by the mile or by time), and how they work out rest. For instance, here at CN we can book up to 24 hours off after a trip. Or you can book zero hours and as soon as you fulfill your mandatory rest time you can potentially be right back at it again. Then when you hit your miles (4,300 for CN conductors) you get the rest of the month off. Some terminals and work trains you can hit your 4,300 miles in two weeks. You're exhausted, but you get two weeks off for the rest of the month.
It's a sweet gig, pay is really high, but make no mistake about it: It's dangerous work and the railroad owns you. They pay you accordingly.
+ianjuby *Stateside, the seniority rules for train crew are somewhat different.* Low man on the ladder is the Brakeman, who is very much necessary for assembling trains both in-yard and at Client premises, where cars need be spliced into or unspliced from the train, and responding first to enroute emergencies such as broken couplers, blown brake hoses, and payload fires. Next up is the Engineer, who controls the train's systems from the head locomotive cab. As captain of the train and the crew's contact to Dispatch, the Conductor has charge of the bills of lading and other legal documentation necessary to carry out the railroad's business.
GREAT Videos! Thanks a lot for doing this series.
the series of this is very attractive ,I have learnt some things which I m going to apply in my projects later with my training program ,hope to hear from u soon man ,I m admired :)
Thanks for posting these. Cleared up a lot of mystery.
Trying to follow all this, and having seen several videos on train wrecks, I can clearly understand how an engineer on drugs or a cell phone could "ignore" a signal. One second of inattention could have catastrophic consequences.
maybe some advancements are necessary to save lives, but it would be expensive to have large LED screens or other types of lights I suppose. I remember a crash where two people died and it took one million dollars to put a crossing system up. stuff ain't cheap for some reason.
You feel better now getting that off of your chest
Geesh
im BUILDING A MODEL RAILROAD N SCALE , MY BROTHER WORKED ON AMTRACK AS A BLOCK OPER. AND NEVER REALIZED WHAT HE HAD TO GO THRU, TKS FOR SHARING VERY INTERESTING , I WOULD HAVE NEVER PASS BECAUSE OF SPELLING.
Thank you for putting up this videos, I have really learnt alot
greath series - nice work - thanks a lot
Fantastic series of videos. I've watching it many times, very useful when railfanning.
Unrelated question: what is the background music? I love it.
Honestly, I forget - it's royalty free music I get with this membership I bought.
ASPECT = What the signal looks like. Green over Red, or Yellow over Dark over Green for examples.
INDICATION = What the signal _indicates_ the train crew should do in response to the signal. “Proceed, passing the next signal not exceeding Medium speed,” for example.
RULE = The formal assignment of ASPECT(s) and INDICATION as presented in the Rule book. Each rule is assigned a RULE NUMBER and a NAME. Rule #419 / "Limited to Slow" for example.
Thanks a lot for these videos. I worked next to a shunting yard in Mesa Arizona.
Perfect! Thanks!! Now...to remember!
Thank you so much for help 😊
I wonder, why there are so much different signals. In Germany, our signals have only three definitions. Go, Slow and Stop. The signals are protected, even when they are automatic blocking. Sometimes the slow signals are upgraded, with speed signs. A motorman has to push a button from time to time to show he is alert. If not, the train will stop at once. Sorry for my english.
Excellent video great share
Great playlist. Thanks !!
Thank you. This is super helpful. Still very complicated but I’ll get there
Great video, great teacher. Absolutely love it and I have watched all four parts many times and over. I'm going to Winnipeg in the next few weeks and I want to have a head start on the signals and these videos have tamed my anxiety. Thank you. You're a great teacher. 👏🏾
Quick question... what happens if you don't get 100% on the signal test?
No, you HAVE to get 100%. They may or may not give you a second chance but it's either you pass or you get fired. It's not an option. lol
Lol wow. Thanks Ian
I wonder if engineers and conductors carry a chart of the lights in the operating rules as remembering all this would be extremely difficult.
INTERESTING, and complex . . .
Thank you Ian. I felt like I was in school taking a lesson and I loved it. You're a great teacher!! I've always loved trains and wondered how the signals worked. It does get confusing and complicated at times but I love how the signals also inform of what the next signals will most likely say. I understand that it is of utmost importance for adequate time to adjust speed. I also understand why they are SO stringent with the testing!!! A fast, large freight train is probably the heaviest man made moving thing on earth???
What does a single blue dwarf light indicate? There is one in the BNSF yard in Cicero (Chicago), IL
Awesome videos on signals. Just wondering if you're gonna make videos based on OCS and CTC
+jay romano Don't know what I would do for an OCS video. :) I really enjoyed OCS as it was very technical, but don't know what I could do for a video.
+Ian Juby Maybe try drawing schematics of the method of control on a white board might help a bit. Or any possible way you believe would work. Sounds like a lot of work but would really help me out. I'm not in the railway industry but trying to get in.
OCS is more or less identical to Track Warrant Control (TWC) in the United States. There are several technical descriptions about that to be found on the internet.
Great mini series here. One question though,, I've seen a three headed signal with a white light in the third signal head. what does that mean?
It is approach slow according to csxt signal rule 1290.
Did you see it in the US? It’s a restricting signal on all the systems I’m familiar with. CROR (Canada) does not have lunar white lights.
Would you mind (for us old timers) reviewing all whistle signals used in earlier days. Especially those used to communicate between double and triple headed head ends. Thanks! A former CNR employee. Great series!
You sir are an amazing teacher you should apply to the CN school in Winnipeg I coulda used you a couple years ago!
Thanks so much for the video, but can you please make a video about the trackside signs
Okay, I'll see what I can do.
Thx
Hi Lan, so can you make the video or not?
You mentioned lunar signals in the first video. How do those work?
Lunar White is the common fourth signal color found in North America. It is usually used to mean the same as RESTRICTING SIGNAL and can often be used interchangeably for a Flashing Red light. If you are familiar with North American traffic signals, specifically the pedestrian signals, then DONT WALK (or the hand) is shown in Portland Orange, and WALK (or the human figure, mid-step) is shown in Lunar White. So you may have already seen the color and not known it! A regular incandescent bulb has a red/yellow tint to it (not quite white hot), but Lunar White resembles the look of the moon from Earth as it reflects the sun-very little red/yellow in it.
Lunar White is not historically used in Canada signals because Canada has employed (until recent years) only searchlight signals. And, as you saw in the first video, searchlight signals can only show up to three colors. Were a signal head ever needed to show all four (Red, Yellow, Green, Lunar White) then it would not be possible.
One advantage the use of Lunar White offers is it removes the need for the lowest signal head showing Yellow to mean RESTRICTING SIGNAL. This means that SLOW TO STOP could be Red/Red/Yellow instead of Red/Red/Flashing-Yellow while RESTRICTING SIGNAL would be Red/Red/Lunar. Red/Red/Flashing-Yellow could be used for something else. It also means that MEDIUM TO STOP could be shown as Red over Yellow. Right now, Red over Yellow also means RESTRICTING SIGNAL; the MEDIUM TO STOP aspect is Red over Yellow over Red, and that lower red _must_ be there. It is not merely just a placeholder.... this is something important that Mr. Juby should have mentioned. (LIMITED TO STOP can be shown as Red over Flashing-YELLOW alone just fine, since the Flashing Yellow will also imply Limited speed.)
See: signals.jovet.net/rules/index.html
What if you have a to-signal such as this clear to medium (G/R/G) and the bottom head's magnet fails and goes to red. (G/R/R) Woundn't this be less safe?
Yes, someone pointed that out on one of the other videos too, and I have to agree.
+Ian Juby It looks like that system can't take many more imaginative upgrades....
Excellent series btw
+Taylorover9001 That indication is only used in a few specific points. I am sure the crew would know something is up. Also, that would give you an improper signal progression and the crew should realize this and take action.
+EduEnYT The Canadian system is quite fancy.
+Ian Juby Hey this was a really cool series would you mind doing one on the us signals?
question what is a flashing green dwarf signal. i've seen it in the states a few times. mainly on a commuter railroad outside of new york city. note the track speed is between 50 and 80
Hmmm... I don't know - that would be something Amereecan, quite possibly unique to the communter railroad itself. I wouldn't know, someone else here might.
Flashing green is for cab signals.
Depends on the arrangement of the dwarf signal. Is the signal alone or in combination with one or two other lights?
Nice video! I got 4/5. I stumbled on the clear to limited. Also, those CROR rules are crazy! I may have some questions later. Just one thing I've seen, is a Clear to Slow, then Clear to Stop, then Restricting all in a row. (Y/Y, Y/R, R/Y)
Right. Ya, we have similar signals on the Allanwater sub here, and I think it's just a throwback to the very old, original lights. When we go into a siding, it's a restricting signal, but I think originally (when the signals were build - probably early 1900's) that was supposed to be a slow to stop signal. But, restricting signal works - it accomplishes the same thing really. So when we come up to a siding to go into it, we'll get a clear to stop, then a restricting signal at the siding. The restricting signal is kind of a form of stop signal I guess, kind of like a form of stop and proceed.
Yeah, I guess. Just one more thing, although it doesn't matter much, it was indicating for a spur, on the CN main line (CN Rivers Sub)
You failed the test. It's RESTRICTING SIGNAL not just "Restricting" 😉
Thanks for the info!!
In the book of rules the dif for dwarf signals, is a low home signal.
great video series..but what about 3 and 4 headed dwarfs? thank you.
+grvolans Those are all signals that are entirely based upon local special instructions. They are not standard lights and the indications that would be displayed on them would be in the regional special instructions for the territory applicable.
They are also very rare, not just in Canada but the United States as well. One and two heads is economical and covers 99.9% of situations needed.
What about station signals? Reception and departure signals, committing maneuvers of the station signals (sorry for my English)
+Dmitriy Shmanko Are not really things in Canada.
my head is spinning with green yellow and red lights. what SIM Software would be best to buy to experience TRAINS , in your opinion?
Subscribed 👍🏾👍🏾
Just wondering ... you talk of the train speeds in MPH, but I thought Canada had gone metric? Have the railroads retained speeds and distances in miles, or are you converting km/h to the nearest 5mph for American viewers?
e.g. are 15, 25, 30, 45, 75, 100mph actually 25, 40, 50, 70, 120 and 160km/h... something like that?
No, the railroads in Canada retained the imperial measurements. We do everything in miles, miles per hour for the reasons of the rules which were in effect long before Canada went metric. And so a lot of the rail operating rules (i.e., identifiable locations, mile posts, and trains speeds like slow speed, medium speed, limited speed, etc...) were based on imperial measurements and set up. Converting everything to metric would've involved a major overhaul of the rail operating rules which had been around for decades prior. CN even pays us "by the mile."
@@ianjuby I remember the pre-2020 O-Train Trillium line in Ottawa being denoted and marked in kilometres, but I think this was an oddball exception. The entire system is being switched to CBTC and now disconnected from the mainline rail network.
Wow is a very complicated I didn't think it was that hard
Part 5 or not?
+Aidan Bush Haven't made it yet. Just a follow-up answering some of the questions people posted.
I SEE a singals Fo CN in Vermont USA
Another question: What happens if there is insufficient braking distance between two signals, or a signal and the second next? Or otherwise, if the distance between signals is lower than usual?
If the signals are too close together for the heaviest, fastest train to be able to stop in 3 signal blocks (CLEAR → ADVANCE CLEAR TO STOP → CLEAR TO STOP → STOP) then additional aspects are introduced to slow the train down earlier. Each aspect progression is tailored to the needs of the specific location (track speed, train weight and speed, signal spacing). For example, a train could encounter CLEAR → CLEAR TO LIMITED → ADVANCE CLEAR TO STOP → CLEAR TO STOP → STOP. The CLEAR TO LIMITED would cause the train to need to slow down much sooner, even though there is no actual "limited speed" indication at the third signal. If that isn't enough, then even more aspects could be added: CLEAR → ADVANCE CLEAR TO MEDIUM → CLEAR TO MEDIUM → ADVANCE CLEAR TO STOP → CLEAR TO STOP → STOP. See?
So a medium to limited signal is not a fail safe signal ..because if the flashing light breaks then it will become a clear signal..but lucky we know the territory and know it's only good for 30
I have a question. What do you do if you see a FAILED or malfunctioning signal? (eg..The signal's that is complelely out) Are trains required to make an emergency stop in this case?
raymondlee3327 Excellent question. Not an emergency stop, but we have several rules in the CROR we follow. Namely, we read the light as if the burnt out lights were red. This puts the signal to its most restrictive form so we either stop or govern ourselves accordingly. if we have to stop, we just bring it to a stop and call RTC and get direction then, reporting the failed signal. Actually, I'll add your question to the questions I was going to address in the next video on CTC signals cause that's quite an involved answer actually. :)
+raymondlee3327 It depends on the indication of the malfunction signal. There are 3 different situations.
1. Movement stops if the most restrictive that the signal can display is STOP - with the exception of a solid yellow light on the bottom. Then the train can go at restricted speed.
2. If the most restrictive indication the light can display is restricting, proceed or slow down to restricted speed.
3. If there is a yellow or green light displayed the movement slows down to slow speed when practicable - as in if they're going to be going through a switch.
What is a turnout? Is it a siding?
Yes, or more specifically, a switch. They call it different names - turnout, switch, etc... It's the switch itself.
In the signals test do you need to remember the rule # as well ?
Thanks
Nope. And in fact, the QSOC classes (conductor's rules classes for new conductors) may have switched how they perform the tests. When I went for my recertification last year, they simply had an answer sheet which listed all of the signal definitions and you had to match up the letter of the appropriate definition with the signal on the test sheet.
Ian Juby awesome thank you very much for your help
Question: How would a signal that's like a freeway signal overhead but with 3 sets of 3 signals be read? I've seen them in yards and wondered. Also, I've seen some other letter signs such as "B". What does that mean?
A number 3 over a number 4?
+Dutchfruitjar Explain in more detail.
***** I'm pretty sure we don't have that in Canada. Never seen or heard of it.
***** if you've got them out there they must be places listed in special instructions.
I would suggest you get a copy ot the Canadian Railway Operatinr Rules. You can download them online by searching "CROR" which will take you to Transport Canada's website. Rule #402 will answer your first question. A
"B" sign indicates the end of a track circuit for ABS and CTC signals between those territories and OCS zones.
Why is there three headed dwarf signals?
Where are there lights that have both top ones green?
In obscure corners of the United States. It was very common on old semaphore signals. The aspect is also common in Australia.
How do you know when you've cleared a switch to either speed up or slow down?
We have a footage counter in the locomotive. We push the button, and it tells us how many feet we've traveled. We set the counter at the light as we enter the siding, and we know our train length by the train journal information.
Ok thanks, that makes perfect sense.
This does take some time to understand this but I can see the importance of the fail safe system.
Is there any reason why the lashups of power units often combine a EMD and a GE units say in a SD70 ACe and a C44-9W?
Nope. No reason. They just slap together whatever is available. I've seen them stick old beaters on the hot shot trains, so obviously it the power isn't even assembled according to the need on the train. But I've had brand new units (literally 2 weeks old) die on me, so new or old doesn't mean a whole lot when it comes to reliability.
It's called a distance measuring device or DMD. When the engineer gets on board, he takes the total length of the train plus 3% slack action and enters it into the counter. He hits the button when the engine reaches the signal or switch and it counts down until zero. When it's at zero, you've cleared the signal or switch.
Are you a conductor and if so how many tries did it take you to pass that test?
Yes, I'm a conductor. I don't know about other railroads or schools, but I know CN does signals tests right from pretty much day one of conductor class. So you do the tests dozens and dozens of times before you get to the final test where you have to get 100%. That's over the space of the 7 week course.
Snow white and the seven low masts.
Now, what if all three signals are green?
If all three were green, you pay attention to the top signal regardless. Remember, the two bottom lights are placeholders.
These videos about Canadian Railroad Signals are great! But here, in part 4, you say that you're not allowed to have a single answer wrong to pass the test - ok, it's understandable, doing this job is not easy. But I can't believe my eyes and ears - you have to spell them right? I think it's more important to know what to do when you see the signal than know the precise definition of the signal... just my opinion. And I have to say that "Canadian Railroad Signals" is kind a mess :-D I had thought understanding railroad signals in my country (the Czech Republic) is quite difficult, but since I've watched these videos I changed my mind :-D
Actually the Czech signals are very easy to read, followng uniform rules across all aspects, naming speeds by numbers instead of monikers (like "slow") etc. Very easy. There are only a few tricky points. The Canadian system is fiendishly complex compared to the Czech one.
What an aspect means in a specific location in the Czech system is, however, trickier (eg. at places with insufficient braking distance). And the Czech operating rules are a mess.
The precise spelling ... I see it in the same way. First, you learn signal definitions by heart. Next, you secure a train improperly in a siding and wipe out a small town.
The spelling is important because the rules must be followed to the letter. At least, "to the letter" within the purview of your boss. The excuse "but I couldn't remember the rule exactly" cannot be tolerated. It's one thing to add or remove a more-or-less meaningless word like "the" but it would be another to mess up a speed name or the order the words are in. The simplest and safest course is to make _all_ of the words equally important instead of playing games with some words more important than others. You either know it or you don't. Additionally, the words "advance" and "advanced" are rather different in meaning in English.
Omg...I see colors man.. lol. Lots to think about indeed....I think traffic signals are still easier 😉😉😆😆
They're trying to make them more complicated, though, with those flashing yellow turn arrows and the "Pedestrian Hybrid Beacon" signals (which are dumb). And then there's Canada with its flashing green traffic signals....
You look comfy. :)
huh. seems annoying that you cant display med-to-med on a dwarf, considering that's what a lot of the sidings would need...
Here is a brilliant idea. Why not have a programmable speed sign. If it says 45. Go 45!!!!!
Oh dear. You forgot all about the difference between lunar, light blue, white, off-white, beige and grey signals, what you should do if in the signal is triangle or rectangle shaped, what the combination 'flashing-green, winking-red, startled-yellow' means, the divergence in meaning of limited vs. restricted vs. off-peak vs. weekend-only vs. occasional signals (in red, yellow, green, lunar, light blue, white, off-white, beige and grey; flashing or steady), and what to do if it's a full moon and/or the next solar eclipse coincides with the passage of Venus.
Other than that, pretty comprehensive, and a good overview of a not at all counterintuitive, needlessly complex system.
why did i watch this?
I thought math was hard
This is much too complicated! Bring back the Ball Signal!
So "dwarf" is no longer politically correct. *sigh* Though if Starbucks operated railroads I'm sure the low mast signals would be called "tall" :)
But if a venti signal shows foam over green, what's that mean? :)