It's biggest and most primary function is that it can and will stop the train if the engineer misses a red signal. So had this been in place on the California Metrolink system late last year, that horrific crash might not have occured at all, or at least the trains would have both been moving much slower by the time of impact thanks to ITCS.I know that ITCS lets trains operate at higher speed , but what dose it do to allow this? What dose it do that the engineer or the dispatcher cant do??
Is there regulation on how far apart signal lights are? Dose the dispatcher have to manually giveaIt's biggest and most primary function is that it can and will stop the train if the engineer misses a red signal. So had this been in place on the California Metrolink system late last year, that horrific crash might not have occured at all, or at least the trains would have both been moving much slower by the time of impact thanks to ITCS.I know that ITCS lets trains operate at higher speed , but what dose it do to allow this? What dose it do that the engineer or the dispatcher cant do??
It should be pointed out here that the Canadians do run trains at speeds at least a little faster than 80 MPH without any cab signals or automatic train stop.Makes the FRA happy.
Well, maybe that is a little cryptic for those that are unfamiliar with the way regulation works.
For a train to run 80 mph or faster there must be some form of additional system beyond the normal signal system, such as cab signals, ATS (automatic train stop) or ATC (automatic train control).
The 80 mph or faster clause is the reason for the proliferation of 79 mph speed limits.
Yes, 100 mph on several routes including Montreal - Toronto and Montreal - Ottawa.It should be pointed out here that the Canadians do run trains at speeds at least a little faster than 80 MPH without any cab signals or automatic train stop.
Well in general there are two basic types of signaling systems that are used across the country, ABS and CTC. ABS is very basic, and generally works best in a single direction only. ABS keeps at least two blocks (signals) in between each train. If a train is occupying a block then the signal will be red. If there is one block clear the signal will be an approach (yellow). If there are two blocks the signal will be clear (green). ABS cannot control switches or anything like this. This system is generally used in double track areas where there will be one track for one direction, and the other for the opposite direction.
There's also CTC, CTC uses a computer system and a link to that computer to control the signals and switches. The principles of ABS are still in place as far as controlling distance between trains. However the dispatcher can line a switch a certain way and this will effect the signals that a train receives. So for example if a train is going to have to crossover there will be at least one signal preceding the crossover that will alert the train to slow down. Also, if a switch is not lined for the train there will be an approach signal (yellow) prior to the red signal. Once the dispatcher lines up the tracks for a train and that track is clear, generally the signals will go ahead and light up accordingly. In areas with limited movements the signals will be lit for many miles ahead of the train. That's the basics of signaling.
That is because it is Canada. It is the US FRA. Last I noticed, Canada was still another country, so the FRA has no jurisdiction. They have their own set of regulations. The reason that equipment can freely run through is because of common industry standards, not laws. Same applies to Mexico.It should be pointed out here that the Canadians do run trains at speeds at least a little faster than 80 MPH without any cab signals or automatic train stop.Makes the FRA happy.
Well, maybe that is a little cryptic for those that are unfamiliar with the way regulation works.
For a train to run 80 mph or faster there must be some form of additional system beyond the normal signal system, such as cab signals, ATS (automatic train stop) or ATC (automatic train control).
The 80 mph or faster clause is the reason for the proliferation of 79 mph speed limits.
Most of the Crescent's route from MEI to NOL is single track ABS, NS and CSX seem to prefer ABS on moderate to low traffic lines and reserve CTC for High Traffic lines only.Just as a side note about ABS, there is a stretch of CSX between Scottdale, GA and Stone Mountain, GA east of Atlanta that is single-track ABS. There are no sidings until you get to Stone Mountain where I presume is changes to the DTC used east of there. It sort of makes sense, dispatchers control what trains leave controlled territory and keep the signals there for following trains.
Completely different subject. There are standards in the FRA that require the crossing circuit to give a certain minimum length of warning time. The time is the same, wheter the train speed is 10 mph or 100 mph.thanks for the responce., I take it that atcs has nothing do with grade crossings? I thought maybe the gatesmight come down quicker or something.
Trainfan
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