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There are two main types of signaling aspect systems found in North America, speed signaling and weak route signaling. [citation needed] Speed signaling transmits information regarding how fast the train is permitted to be going in the upcoming segment of track; weak route signaling transmits information related to the route a train will be taking through a junction, and it is incumbent upon ...
The "superior" train has Right-of-Track over the "inferior" trains. To move the "inferior" train against a "superior" train, Train Orders are used to govern the movement. On this railroad, a compilation of Train Rules such as superiority, and Block Rules such as a "Clear-Block" is used to proceed on the main track. Centralized Traffic Control (CTC)
1890 map of the national rail network. In United States railroading, the term national rail network, sometimes termed "U.S. rail network", [1] refers to the entire network of interconnected standard gauge rail lines in North America.
The end of train marker might be a coloured disc (usually red) by day or a coloured oil or electric lamp (again, usually red). If a train enters the next block before the signalman sees that the disc or lamp is missing, they ask the next signal box to stop the train and investigate.
Active Union Switch and Signal Co relay based CTC machine at THORN tower in Thorndale, Pennsylvania. Centralized traffic control (CTC) is a form of railway signalling that originated in North America. CTC consolidates train routing decisions that were previously carried out by local signal operators or the train crews
SEPTA cab signal display for the 4-aspect PRR system using position light aspects. Pulse code cab signaling is a form of cab signaling technology developed in the United States by the Union Switch and Signal corporation for the Pennsylvania Railroad in the 1920s.
U.S. rail tracks are typically too old to handle the speed of new train technology. The limits of the rails can reduce the effectiveness of the train speeds, sometimes by more than 100 mph.
Trains without an automatic cab signal, train stop, or train control system were not allowed to exceed 79 mph (127 km/h). This rule, issued in 1947 and effective by the end of 1951, was a response to a serious 1946 crash in Naperville, Illinois, involving two trains. [2] [3] [4]